Method and systems for transporting bitumen in solidified form

ABSTRACT

A solid bitumen pellet, including a mixture of bitumen and an additive, where the additive operates to increase the viscosity of the mixture. Optionally, the pellet includes a protective shell.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Application 16/985,144, filedon Aug. 4, 2020, which is a continuation of U.S. Application 16/133,123,filed on Sep. 17, 2018, which is a continuation of U.S. Application15/436,244, filed on Feb. 17, 2017, U.S. Application 15/436,292, filedFeb. 17, 2017 and U.S. Application 15/435,948, filed on Feb. 17, 2017,and claims benefit of prior U.S. Provisional Application 62/304,589,filed on Mar. 7, 2016, U.S. Provisional Application 62/323,240, filed onApr. 15, 2016, U.S. Provisional Application 62/409,200, filed on Oct.17, 2016, U.S. Provisional Application 62/411,888, filed on Oct. 24,2016 and U.S. Provisional Application 62/449,310, filed on Jan. 23,2017. Each of these applications is incorporated by reference in itsentirety.

FIELD OF TECHNOLOGY

The present invention relates to methods and systems for transportingbitumen.

BACKGROUND

Historically, bitumen from oil sands has been carried over land usingtrucks, pipelines, or by rail, and over water using tankers. Each modeof transportation faces economic or technical challenges of its own.

Transportation by truck may not be able to sustain the expanding need ofthe oil industry for moving bitumen to market. For example,transportation by trucks can be seasonally restricted and relativelyinefficient and expensive compared to other means of transportation whentransporting large bitumen quantities over large distances.

The pipeline option also faces challenges. Bitumen is so thick andviscous at ambient temperatures that it cannot flow through pipelines onits own and instead, bitumen must be thinned with diluents, typicallynatural-gas condensates and/or natural gasolines, to sufficientlyincrease its fluidity to carry it through a pipe over long distances.The blend ratio may consist of 25% to 55% diluent by volume, dependingon characteristics of the bitumen and diluent, pipeline specifications,operating conditions, and refinery requirements. The diluent isexpensive and reduces the amount of bitumen that can be transported buthas become accepted by the industry as the “cost” to move the product torefineries. That diluent must then be carried back to the oil sands tothin the next batch of bitumen, which adds further costs to the process.

The use of rail tank cars to transport bitumen has increased rapidlyover the past several years. While less or no diluent is required whentransporting bitumen in railcars, representing a significant savings indiluent costs relative to the pipeline option, however, producers havecontinued to transport diluted bitumen (i.e., dilbit). This is becausemost oil producers use pipeline, and therefore dilbit, to reachintermediate transport points, at which further pipeline capacity isn’tavailable. To carry the bitumen to destination, it is loaded on railcarsat these points. Since Diluent Recovery Units (DRUs) needed to removethe diluent from the bitumen are not likely to be available at theintermediate transport points, the dilbit is directly loaded into therailcars. The cost to install the DRU isn’t worth the marginal increasein safety or economic benefits to shippers - which explain why no suchDRUs have been built to-date.

Over water, bitumen is transported by tanker. However, Canada iscurrently formalizing the West Coast Tanker moratorium, whicheffectively bans all maritime transport of crude bitumen over BritishColumbia’s North Coast waters. Such moratorium renders impossible themaritime transport of bitumen extracted in Canada towards the west.

Accordingly, there is a need in the industry for a different bitumenmanagement and transportation technology, which would alleviate at leastsome of the above-mentioned deficiencies.

SUMMARY

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 1 meter.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 5 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 10 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 20 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 30 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 40 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing acrush-resistance test per pellet that does not exceed 0.25, whensubjected to a load of pellets having a height of 50 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 1 meter.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 5 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 10 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 20 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 30 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 40 meters.

As embodied and broadly described herein, the invention provides a setof 100 solid bitumen pellets, the set having a probability of failing animpact-resistance test, per pellet that does not exceed 0.25, when theheight of drop is of 50 meters.

As embodied and broadly described herein, the invention provides a pileof solid bitumen pellets having an angle of repose in the range of fromabout 20 degrees to about 45 degrees.

As embodied and broadly described herein, the invention provides a solidbitumen pellet including an emulsion of bitumen and a hydrocarbonaceouspolymer.

As embodied and broadly described herein, the invention provides amethod for storing bitumen, the method comprising discharging solidbitumen pellets to form a pile of pellets, the pile including 100 solidbitumen pellets characterized by having a probability, per pellet offailing a crush-resistance test that does not exceed 0.25, when theheight of the load of pellets is of H meters, the step of dischargingsaid solid bitumen pellets to form the pile including controlling aheight of the pile such that it does not exceed H.

As embodied and broadly described herein, the invention provides amethod for storing bitumen, the method comprising discharging solidbitumen pellets to form a pile of pellets, the pile including 100 solidbitumen pellets characterized by having a probability, per pellet offailing a crush-resistance test that does not exceed 0.20, when theheight of the load of pellets is of H meters, the step of dischargingsaid solid bitumen pellets to form the pile including controlling aheight of the pile such that it does not exceed H.

As embodied and broadly described herein, the invention provides amethod for storing bitumen, the method comprising discharging solidbitumen pellets to form a pile of pellets, the pile including 100 solidbitumen pellets characterized by having a probability, per pellet offailing a crush-resistance test that does not exceed 0.15, when theheight of the load of pellets is of H meters, the step of dischargingsaid solid bitumen pellets to form the pile including controlling aheight of the pile such that it does not exceed H.

As embodied and broadly described herein, the invention provides amethod for storing bitumen comprising discharging solid bitumen pelletsto form a pile of pellets, the pile including 100 solid bitumen pelletscharacterized by having a probability, per pellet of failing acrush-resistance test that does not exceed 0.10, when the height of theload of pellets is of H meters, the step of discharging said solidbitumen pellets to form the pile including controlling a height of thepile such that it does not exceed H.

As embodied and broadly described herein, the invention provides amethod comprising discharging solid bitumen pellets to form a pile ofpellets, the pile including 100 solid bitumen pellets characterized byhaving a probability, per pellet, of failing an impact-resistance testthat does not exceed 0.25, when the pellets are dropped from a height H,the step of discharging the solid bitumen pellets to form the pileincluding controlling the height from which the pellets are dropped toform the pile such that the height does not exceed H.

As embodied and broadly described herein, the invention provides amethod comprising discharging solid bitumen pellets to form a pile ofpellets, the pile including 100 solid bitumen pellets characterized byhaving a probability, per pellet, of failing an impact-resistance testthat does not exceed 0.20, when the pellets are dropped from a height H,the step of discharging the solid bitumen pellets to form the pileincluding controlling the height from which the pellets are dropped toform the pile such that the height does not exceed H.

As embodied and broadly described herein, the invention provides amethod comprising discharging solid bitumen pellets to form a pile ofpellets, the pile including 100 solid bitumen pellets characterized byhaving a probability, per pellet, of failing an impact-resistance testthat does not exceed 0.15, when the pellets are dropped from a height H,the step of discharging the solid bitumen pellets to form the pileincluding controlling the height from which the pellets are dropped toform the pile such that the height does not exceed H.

As embodied and broadly described herein, the invention provides amethod comprising discharging solid bitumen pellets to form a pile ofpellets, the pile including 100 solid bitumen pellets characterized byhaving a probability, per pellet, of failing an impact-resistance testthat does not exceed 0.10, when the pellets are dropped from a height H,the step of discharging the solid bitumen pellets to form the pileincluding controlling the height from which the pellets are dropped toform the pile such that the height does not exceed H.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 1 meter.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 5 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 10 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 20 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 30 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 40 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, wherein the load includes 100 solid bitumen pelletshaving a probability, per pellet of failing a crush-resistance test thatdoes not exceed 0.25 when the height of the pellet load is of 50 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 1 meter.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 5 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 10 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 20 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 30 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 40 meters.

As embodied and broadly described herein, the invention provides amethod for environmental risk reduction during transport of bitumen, themethod comprising placing a load of solid bitumen pellets in a shippingcontainer at an origin, bringing the shipping container with the load toa destination, the load including 100 pellets having a probability, perpellet of failing an impact-resistance test that does not exceed 0.25,when the dropping height is of 50 meters.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 1 meter.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 5 meters.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 10 meters.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 20 meters.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 30 meters.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 40 meters.

As embodied and broadly described herein, the invention provides amethod for reducing a risk of contaminating a shipping container duringtransport of bitumen by transfer of bitumen material to walls of theshipping container, the method comprising placing a load of solidbitumen pellets in the shipping container, the load including 100bitumen pellets having a probability, per pellet of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 50 meters.

As embodied and broadly described herein, the invention provides a solidbitumen pellet, including a mixture of bitumen and an additive, wherethe additive operates to increase the viscosity of the mixture.

As embodied and broadly described herein, the invention provides amethod of making a solid bitumen pellet, the method including mixingbitumen with an additive operating to increase the viscosity of thebitumen.

As embodied and broadly described herein, the invention provides anapparatus for making a solid bitumen pellet, comprising an inlet forreceiving bitumen and a shell forming station for forming a shell arounda bituminous core made from bitumen introduced at the inlet.

As embodied and broadly described herein, the invention provides bitumenmaterial retrieved from a solid bitumen pellet, the bitumen materialbeing suitable for processing in an oil refinery to separate the bitumenmaterial into constituents that can be used as fuels, lubricants andfeedstocks in petrochemical processes, the bitumen material including acontent of hydrocarbonaceous polymer, wherein the content of thehydrocarbonaceous polymer does not exceed about 0.5 wt.% relative tobitumen.

As embodied and broadly described herein, the invention provides amethod for reducing the risk of fire when transporting bitumen,comprising transporting an emulsion of bitumen and additive operating toprovide the emulsion with a flash point that is higher than compared tothe flash point of bitumen without the additive.

As embodied and broadly described herein, the invention provides amethod for retrieving bitumen from a solid bitumen pellet, the pelletincluding bitumen and material contributing to maintain the pellet insolid form, the method comprising separating the material at leastpartially from the bitumen.

As embodied and broadly described herein, the invention provides amethod for retrieving bitumen from a solid bitumen pellet, the pelletincluding a bituminous core and a shell protecting the core, the methodincluding processing the pellet to retrieve bitumen from the pellet in acondition such that the bitumen is suitable for processing in an oilrefinery to separate the bitumen material into constituents that can beused as fuels, lubricants and feedstocks in petrochemical processes, theprocessing of the pellet including a step of separating the shell fromthe bituminous core.

As embodied and broadly described herein, the invention provides amethod for facilitating retrieval of spilled solid bitumen pelletsduring transport by rail over rail tracks, comprising providing thepellets with a color signal configured to make the pellets visuallydistinguishable from an environment of the rail track.

As embodied and broadly described herein, the invention also provides apellet with an external shell, which manifests a reduction in strengthin response to a temperature increase. A shell having such property isadvantageous in that a moderate temperature increase is sufficient toweaken the shell, thereby lowering the energy required for removing theshell to expose the bituminous core.

As embodied and broadly described herein, the invention provides abitumen pellet including a bitumen core surrounded by an external shell.The bitumen core includes a mixture of bitumen and a 1st polymericmaterial effective to increase the viscosity of the bitumen. The shellincludes a 2nd polymeric material which may be the same or differentfrom the 1st polymeric material.

As embodied in broadly described herein, the invention also provides abitumen pellet which is provided with a colour signal designed tovisually communicate to an observer a property of the pellet. Oneexample of a property is pellet presence; it may be desirable to makethe pellet more visible in certain environments. For instance, if thepellets are transported and there is a spill, the colour signal willmake the pellets more easily identifiable such that they can be pickedup. The color signal can be adjusted depending on the environment. In asnowy environment, the color signal is such as to make the pellet ofdark colour, thus being more visible against a white background. In amaritime environment, the colour signal would be selected to make thepellet appear lighter such that it is more visible against a darkerbackground. In addition, the colour signal can also convey otherinformation such as the grade of the bitumen, flammabilitycharacteristics and origin of the pellet (trademark information), amongothers. In a specific example of implementation, adding dye to thepellet shell provides the colour signal. For instance, the dye can beadded to the polymer material used to make the shell.

As embodied and broadly described herein, the invention also provides abitumen pellet that has a non-stick surface. The advantage of thenon-stick surface is that the pellets will not adhere to each other orto surfaces when transported in bulk or when they are in contact withtransportation/handling equipment.

As embodied and broadly described herein, the invention also provides anadditive (a single material or a combination of different materials) formixing with bitumen to increase the viscosity of a mixture whichincludes the bitumen, the additive being characterized by a meltingpoint of at least about 50° C.

As embodied and broadly described herein, the invention also provides anadditive for mixing with bitumen to increase the viscosity of a mixture,which includes the bitumen, the additive comprising a hydrocarbonaceouspolymer.

As embodied and broadly described herein, the invention further providesa solid bitumen pellet comprising a bituminous core and a shellenclosing the core, the pellet being responsive to a compression appliedexternally on the shell and of sufficient magnitude to deform the pelletto develop an internal gaseous pressure increase which operates tocounterbalance, at least partially the compression, wherein the internalgaseous pressure increases with an increase of the compression appliedexternally on the shell.

As embodied and broadly described herein, the invention further providesa solid bitumen pellet comprising a bituminous core and a shellenclosing the core, the shell being configured to reduce the exposure ofthe bituminous core to ambient oxygen.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 1 meter.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 5 meters.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 10 meters.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 20 meters.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 30 meters.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 40 meters.

As embodied and broadly described herein, the invention further providesa method for reducing a risk of contaminating automated unloadingequipment during unloading of bitumen from a shipping container as aresult of bitumen material sticking to the unloading equipment, themethod comprising unloading a load of solid bitumen pellets with theunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failing acrush-resistance test that does not exceed 0.25 when the height of thepellet load is of 50 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 1 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 5 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 10 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 20 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 30 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 40 meters.

As embodied and broadly described herein, the invention further providesa method for unloading of bitumen from a shipping container, the methodcomprising unloading a load of solid bitumen pellets with automatedunloading equipment from the shipping container, the load including atleast 100 bitumen pellets having a probability, per pellet, of failingan impact-resistance test that does not exceed 0.25, when the droppingheight is of 50 meters.

As embodied and broadly described herein, the invention also provides anadditive material retrieved from a solid bitumen pellet, the additivematerial comprising a component operative to increase the viscosity ofbitumen when the component is admixed with the bitumen, and the additivematerial further including bitumen material.

As embodied and broadly described herein, the invention provides amethod of making a solid bitumen pellet, the method including mixingbitumen with an additive material, the additive material including acomponent operative to increase the viscosity of bitumen when thecomponent is admixed with the bitumen, and the additive material furtherincluding bitumen material.

As embodied and broadly described herein, the invention also provides asolid bitumen pellet comprising an external shell and an internalbituminous core, the shell operating to protect the core, the pellethaving a burst pressure of 0.5 psi or more.

As embodied and broadly described herein, the invention also providesbitumen recovered from a load of solid bitumen pellets, the bitumenincorporating by weight percentage a non-nil quantity of additive usedto increase the viscosity of the bitumen in the pellets.

As embodied and broadly described herein, the invention provides atransportation container for carrying a load of solid bitumen pellets,the transportation container including a sensor for detecting anoccurrence of pellet softening that can compromise the structuralintegrity of the pellets. In a non-limiting example of implementation,the sensor is a temperature sensor, which detects an increase of thetemperature in the transportation container above a threshold at whichthe pellets start softening. Optionally, the transportation container isprovided with a cooling device to lower the temperature and prevent thepellets from softening. The cooling device can be an active coolingdevice, using a refrigeration cycle. Alternatively, the cooling devicecan include air vents to allow air to circulate in the transportationcontainer and cool the load of bitumen pellets.

The following non-limiting embodiments provide a further description ofnon-limiting examples of the invention:

-   1. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 1    meter.-   2. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 5    meters.-   3. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 10    meters.-   4. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 20    meters.-   5. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 30    meters.-   6. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 40    meters.-   7. A set of 100 solid bitumen pellets, the set having a probability    of failing a crush-resistance test per pellet that does not exceed    0.25, when subjected to a load of pellets having a height of 50    meters.-   8. The set of bitumen pellets according to any one of embodiments 1    to 7, wherein each pellet includes a mixture of bitumen and an    additive operating to increase a viscosity of the bitumen.-   9. The set of bitumen pellets according to embodiment 8, wherein a    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   10. The set of bitumen pellets according to embodiment 9, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 1 wt.%.-   11. The set of bitumen pellets according to embodiment 9, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.5 wt.%.-   12. The set of bitumen pellets according to embodiment 9, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.05 wt.%.-   13. The set of bitumen pellets according to embodiment 8, wherein    the additive includes a hydrocarbonaceous polymer.-   14. The set of bitumen pellets according to embodiment 13, wherein    the hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   15. The set of bitumen pellets according to embodiment 13, wherein    the hydrocarbonaceous polymer has a melting point temperature within    the range of from about 50° C. to about 150° C.-   16. The set of bitumen pellets according to embodiment 13, wherein    the hydrocarbonaceous polymer includes a polyethylene.-   17. The set of bitumen pellets according to embodiment 13, wherein    the hydrocarbonaceous polymer includes high density polyethylene    (HDPE), polypropylene (PP), polyethylene-co-vinyl acetate (PEVA),    linear low-density polyethylene (LLDPE), low-density polyethylene    (LDPE), or any combinations thereof.-   18. The set of bitumen pellets according to any one of embodiments    13 to 17, wherein the hydrocarbonaceous polymer is present in a    relative quantity of from about 1 wt.% to about 20 wt.% relative to    bitumen.-   19. The set of bitumen pellets according to any one of embodiments    13 to 17, wherein the hydrocarbonaceous polymer is present in a    relative quantity of at least 10 wt.% relative to bitumen.-   20. The set of bitumen pellets according to embodiment 18, wherein    the hydrocarbonaceous polymer is present in a relative quantity of    from about 8 wt.% to about 10 wt.% relative to bitumen.-   21. The set of bitumen pellets according to any one of embodiments 1    to 7, wherein each pellet includes an external shell and an internal    bituminous core, the shell operating to protect the core.-   22. The set of bitumen pellets according to embodiment 21, wherein    the shell is harder than the core.-   23. The set of bitumen pellets according to embodiment 22, wherein    each pellet includes an internal pressure which is above ambient    pressure, wherein the shell is hermetically sealed to maintain the    internal pressure of the pellet.-   24. The set of bitumen pellets according to embodiment 23, wherein    the internal pressure is above ambient pressure by an amount up to    about 15 psi.-   25. The set of bitumen pellets according to embodiment 22, wherein    the shell includes an outwardly extending flash.-   26. The set of bitumen pellets according to embodiment 22, wherein    the shell has an outer surface including irregularities to reduce    slipperiness of the pellet.-   27. The set of bitumen pellets according to embodiment 22, wherein    the shell includes a crimp seal.-   28. The set of bitumen pellets according to embodiment 27, wherein    the crimp seal extends transversally to a longitudinal axis of the    pellet.-   29. The set of bitumen pellets according to embodiment 22, wherein    the shell includes first and second crimp seals in a spaced apart    relationship to one another.-   30. The set of bitumen pellets according to embodiment 27, wherein    the crimp seal extends along a longitudinal axis of the pellet.-   31. The set of bitumen pellets according to embodiment 30, wherein    the crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   32. The set of bitumen pellets according to embodiment 27, wherein    the crimp seal is substantially free of bitumen.-   33. The set of bitumen pellets according to embodiment 22, wherein    the core includes a mixture of bitumen and an additive operating to    increase viscosity of the bitumen.-   34. The set of bitumen pellets according to embodiment 33, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   35. The set of bitumen pellets according to embodiment 34, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 1 wt.%.-   36. The set of bitumen pellets according to embodiment 34, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.5 wt.%.-   37. The set of bitumen pellets according to embodiment 34, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.05 wt.%.-   38. The set of bitumen pellets according to embodiment 33, wherein    the additive includes hydrocarbonaceous polymer.-   39. The set of bitumen pellets according to embodiment 38, wherein    the hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   40. The set of bitumen pellets according to embodiment 38, wherein    the hydrocarbonaceous polymer has a melting point temperature within    the range of from about 50° C. to about 150° C.-   41. The set of bitumen pellets according to embodiment 38, wherein    the hydrocarbonaceous polymer includes a polyethylene.-   42. The set of bitumen pellets according to embodiment 38, wherein    the hydrocarbonaceous polymer includes high density polyethylene    (HDPE), polypropylene (PP), polyethylene-co-vinyl acetate (PEVA),    linear low-density polyethylene (LLDPE), low-density polyethylene    (LDPE), or any combinations thereof.-   43. The set of bitumen pellets according to any one of embodiments    38 to 42, wherein the hydrocarbonaceous polymer is present in the    core in a relative quantity of from about 1 wt.% to about 20 wt.%    relative to bitumen.-   44. The set of bitumen pellets according to embodiment 43, wherein    the hydrocarbonaceous polymer is present in the core in a relative    quantity of from about 1 wt.% to about 5 wt.% relative to bitumen.-   45. The set of bitumen pellets according to any one of embodiments    38 to 42, wherein the hydrocarbonaceous polymer is present in the    core in a relative quantity of at least 10 wt.% relative to bitumen.-   46. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than a quarter    inch.-   47. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than half an    inch.-   48. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than an inch.-   49. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than 2 inches.-   50. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than 3 inches.-   51. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than 4 inches.-   52. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than 5 inches.-   53. The set of bitumen pellets according to any one of embodiments 1    to 45, each pellet having a maximal extent of less than 12 inches.-   54. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 1 meter.-   55. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 5 meters.-   56. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 10 meters.-   57. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 20 meters.-   58. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 30 meters.-   59. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 40 meters.-   60. A set of 100 solid bitumen pellets, the set having a probability    of failing an impact-resistance test, per pellet that does not    exceed 0.25, when the height of drop is of 50 meters.-   61. The set of bitumen pellets according to any one of embodiments    54 to 60, wherein the pellet includes a mixture of bitumen and an    additive operating to increase viscosity of the bitumen.-   62. The set of bitumen pellets according to embodiment 61, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   63. The set of bitumen pellets according to embodiment 62, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 1 wt.%.-   64. The set of bitumen pellets according to embodiment 62, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.5 wt.%.-   65. The set of bitumen pellets according to embodiment 62, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.05 wt.%.-   66. The set of bitumen pellets according to embodiment 61, wherein    the additive includes hydrocarbonaceous polymer.-   67. The set of bitumen pellets according to embodiment 66, wherein    the hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   68. The set of bitumen pellets according to embodiment 66, wherein    the hydrocarbonaceous polymer has a melting point temperature within    the range of from about 50° C. to about 150° C.-   69. The set of bitumen pellets according to embodiment 66, wherein    the hydrocarbonaceous polymer includes a polyethylene.-   70. The set of bitumen pellets according to embodiment 66, wherein    the polyethylene includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   71. The set of bitumen pellets according to any one of embodiments    63 to 70, wherein the hydrocarbonaceous polymer is present in a    relative quantity of from about 1 wt.% to about 20 wt.% relative to    bitumen.-   72. The set of bitumen pellets according to any one of embodiments    63 to 70, wherein the hydrocarbonaceous polymer is present in a    relative quantity of at least 10 wt.% relative to bitumen.-   73. The set of bitumen pellets according to embodiment 71, wherein    the hydrocarbonaceous polymer is present in a relative quantity of    from about 8 wt.% to about 10 wt.% relative to bitumen.-   74. The set of bitumen pellets according to any one of embodiments    54 to 60, wherein each pellet includes an external shell and an    internal bituminous core, the shell operating to protect the core.-   75. The set of bitumen pellets according to embodiment 74, wherein    the shell is harder than the core.-   76. The set of bitumen pellets according to embodiment 75, wherein    each pellet includes an internal pressure which is above ambient    pressure, wherein the shell is hermetically sealed to maintain the    internal pressure of the pellet.-   77. The set of bitumen pellets according to embodiment 76, wherein    the internal pressure is above ambient pressure by an amount up to    about 15 psi.-   78. The set of bitumen pellets according to embodiment 75, wherein    the shell includes an outwardly extending flash.-   79. The set of bitumen pellets according to embodiment 75, wherein    the shell has an outer surface including irregularities to reduce    slipperiness of the pellet.-   80. The set of bitumen pellets according to embodiment 75, wherein    the shell includes a crimp seal.-   81. The set of bitumen pellets according to embodiment 80, wherein    the crimp seal extends transversally to a longitudinal axis of the    pellet.-   82. The set of bitumen pellets according to embodiment 80, wherein    the crimp seal extends along a longitudinal axis of the pellet.-   83. The set of bitumen pellets according to embodiment 82, wherein    the crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   84. The set of bitumen pellets according to embodiment 80, wherein    the crimp seal is substantially free of bitumen.-   85. The set of bitumen pellets according to embodiment 75, wherein    the shell includes first and second crimp seals in a spaced apart    relationship to one another.-   86. The set of bitumen pellets according to embodiment 75, wherein    the core includes a mixture of bitumen and an additive operating to    increase viscosity of the bitumen.-   87. The set of bitumen pellets according to embodiment 86, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   88. The set of bitumen pellets according to embodiment 86, wherein    the additive includes a hydrocarbonaceous polymer.-   90. The set of bitumen pellets according to embodiment 88, wherein    the hydrocarbonaceous polymer has a melting point temperature within    the range of from about 50° C. to about 150° C.-   91. The set of bitumen pellets according to embodiment 88, wherein    the hydrocarbonaceous polymer includes a polyethylene.-   92. The set of bitumen pellets according to embodiment 88, wherein    the hydrocarbonaceous polymer includes high density polyethylene    (HDPE), polypropylene (PP), polyethylene-co-vinyl acetate (PEVA)    linear low-density polyethylene (LLDPE), low-density polyethylene    (LDPE), or any combinations thereof.-   93. The set of bitumen pellets according to any one of embodiments    88 to 92, wherein the hydrocarbonaceous polymer is present in the    core in a relative quantity of from about 1 wt.% to about 20 wt.%    relative to bitumen.-   94. The set of bitumen pellets according to embodiment 93, wherein    the hydrocarbonaceous polymer is present in the core in a relative    quantity of from about 8 wt.% to about 10 wt.% relative to bitumen.-   95. The set of bitumen pellets according to any one of embodiments    88 to 92, wherein the hydrocarbonaceous polymer is present in the    core in a relative quantity of at least 10 wt.% relative to bitumen.-   96. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than a quarter    inch.-   97. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than half an    inch.-   98. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than an inch.-   99. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than 2 inches.-   100. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than 3 inches.-   101. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than 4 inches.-   102. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than 5 inches.-   103. The set of bitumen pellets according to any one of embodiments    54 to 95, each pellet having a maximal extent of less than 12    inches.-   104. A pile of solid bitumen pellets having an angle of repose in    the range of from about 20 degrees to about 45 degrees.-   105. The pile of bitumen pellets according to embodiment 104, having    an angle of repose in the range of from about 25 degrees to about 40    degrees.-   106. The pile of bitumen pellets according to embodiment 104, having    an angle of repose in the range of from about 30 degrees to about 40    degrees.-   107. The pile of bitumen pellets according to any one of embodiments    104 to 106, each pellet including a mixture of bitumen and an    additive operating to increase viscosity of the bitumen.-   108. The pile of bitumen pellets according to embodiment 107,    wherein solubility of the additive into bitumen at a temperature of    150° C. is less than 5 wt.%.-   109. The pile of bitumen pellets according to embodiment 108,    wherein the solubility of the additive into bitumen at a temperature    of 150° C. is less than 1 wt.%.-   110. The pile of bitumen pellets according to embodiment 108,    wherein the solubility of the additive into bitumen at a temperature    of 150° C. is less than 0.5 wt.%.-   111. The pile of bitumen pellets according to embodiment 108,    wherein the solubility of the additive into bitumen at a temperature    of 150° C. is less than 0.1 wt.%.-   112. The pile of bitumen pellets according to embodiment 108,    wherein the solubility of the additive into bitumen at a temperature    of 150° C. is less than 0.05 wt.%.-   113. The pile of bitumen pellets according to embodiment 107,    wherein the additive includes a hydrocarbonaceous polymer.-   114. The pile of bitumen pellets according to embodiment 113,    wherein the hydrocarbonaceous polymer has a melting point    temperature of at least 50° C.-   115. The pile of bitumen pellets according to embodiment 113,    wherein the hydrocarbonaceous polymer has a melting point    temperature within the range of from about 50° C. to about 150° C.-   116. The pile of bitumen pellets according to embodiment 113,    wherein the hydrocarbonaceous polymer includes a polyethylene.-   117. The pile of bitumen pellets according to embodiment 113,    wherein the hydrocarbonaceous polymer includes high density    polyethylene (HDPE), polypropylene (PP), polyethylene-co-vinyl    acetate (PEVA), linear low-density polyethylene (LLDPE), low-density    polyethylene (LDPE), or any combinations thereof.-   118. The pile of bitumen pellets according to any one of embodiments    113 to 117, wherein the hydrocarbonaceous polymer is present in a    relative quantity of from about 1 wt.% to about 20 wt.% relative to    bitumen.-   119. The pile of bitumen pellets according to any one of embodiments    113 to 117, wherein the hydrocarbonaceous polymer is present in a    relative quantity of at least 10 wt.% relative to bitumen.-   120. The pile of bitumen pellets according to embodiment 118,    wherein the hydrocarbonaceous polymer is present in a relative    quantity of from about 8 to about 10 wt.% relative to bitumen.-   121. The pile of bitumen pellets according to any one of embodiments    104 to 106, each pellet including an external shell and an internal    bituminous core, the shell operating to protect the core.-   122. The pile of bitumen pellets according to embodiment 121,    wherein the shell is harder than the core.-   123. The pile of bitumen pellets according to embodiment 122, each    pellet including an internal pressure which is above ambient    pressure, wherein the shell is hermetically sealed to maintain the    internal pressure of the pellet.-   124. The pile of bitumen pellets according to embodiment 123,    wherein the internal pressure is above ambient pressure by an amount    up to about 15 psi.-   125. The pile of bitumen pellets according to embodiment 122,    wherein the shell includes an outwardly extending flash.-   126. The pile of bitumen pellets according to embodiment 122,    wherein the shell has an outer surface including irregularities to    reduce slipperiness of the pellet.-   127. The pile of bitumen pellet according to embodiment 122, wherein    the shell includes a crimp seal.-   128. The pile of bitumen pellet according to embodiment 127, wherein    the crimp seal extends transversally to a longitudinal axis of the    pellet.-   129. The pile of bitumen pellet according to embodiment 127, wherein    the crimp seal extends along a longitudinal axis of the pellet.-   130. The pile of bitumen pellet according to embodiment 129, wherein    the crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   131. The pile of bitumen pellet according to embodiment 127, wherein    the crimp seal is substantially free of bitumen.-   132. The pile of bitumen pellet according to embodiment 122, wherein    the shell includes first and second crimp seals in a spaced apart    relationship to one another.-   133. The pile of bitumen pellets according to embodiment 122,    wherein the core includes a mixture of bitumen and an additive    operating to increase viscosity of the bitumen.-   134. The pile of bitumen pellets according to embodiment 133,    wherein solubility of the additive into bitumen at a temperature of    150° C. is less than 5 wt.%.-   135. The pile of bitumen pellets according to embodiment 133,    wherein the additive includes a hydrocarbonaceous polymer.-   136. The pile of bitumen pellets according to embodiment 135,    wherein the hydrocarbonaceous polymer has a melting point    temperature of at least 50° C.-   137. The pile of bitumen pellets according to embodiment 135,    wherein the hydrocarbonaceous polymer has a melting point    temperature within the range of from about 50° C. to about 150° C.-   138. The pile of bitumen pellets according to embodiment 135,    wherein the hydrocarbonaceous polymer includes a polyethylene.-   139. The pile of bitumen pellets according to embodiment 135,    wherein the hydrocarbonaceous polymer includes high density    polyethylene (HDPE), polypropylene (PP), polyethylene-co-vinyl    acetate (PEVA) linear low-density polyethylene (LLDPE), low-density    polyethylene (LDPE), or any combinations thereof.-   140. The pile of bitumen pellets according to any one of embodiments    135 to 139, wherein the hydrocarbonaceous polymer is present in the    core in a relative quantity of from about 1 wt.% to about 20 wt.%    relative to bitumen.-   141. The pile of bitumen pellets according to any one of embodiments    135 to 139, wherein the hydrocarbonaceous polymer is present in the    core in a relative quantity of at least 10 wt.% relative to bitumen.-   142. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than a    quarter inch.-   143. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than half an    inch.-   144. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than an    inch.-   145. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than 2    inches.-   146. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than 3    inches.-   147. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than 4    inches.-   148. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than 5    inches.-   149. The pile of bitumen pellets according to any one of embodiments    104 to 141, each pellet having a maximal extent of less than 12    inches.-   150. A solid bitumen pellet, including a mixture of bitumen and an    additive, where the additive operates to increase the viscosity of    the mixture.-   151. The bitumen pellet according to embodiment 150, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   152. The bitumen pellet according to embodiment 150, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 1 wt.%.-   153. The bitumen pellet according to embodiment 150, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.5 wt.%.-   154. The bitumen pellet according to embodiment 150, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.1 wt.%-   155. The bitumen pellet according to embodiment 150, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.05 wt.%.-   156. The bitumen pellet according to any one of embodiments 150 to    155, wherein the additive includes a hydrocarbonaceous polymer.-   157. The bitumen pellet according to embodiment 156, wherein the    hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   158. The bitumen pellet according to embodiment 156, wherein the    hydrocarbonaceous polymer has a melting point temperature within the    range of from about 50° C. to about 150° C.-   159. The bitumen pellet according to embodiment 156, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   160. The bitumen pellet according to embodiment 156, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   161. The bitumen pellet according to embodiment 156, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   162. The bitumen pellet according to embodiment 156, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   163. The bitumen pellet according to any one of embodiments 150 to    162, wherein the pellet includes an external shell.-   164. The bitumen pellet according to embodiment 163, wherein the    pellet has a core and the shell surrounds the core.-   165. The bitumen pellet according to embodiment 164, wherein the    shell includes a hydrocarbonaceous polymer.-   166. The bitumen pellet according to embodiment 164, wherein the    shell includes a hydrocarbonaceous polymer which includes a    polyethylene.-   167. The bitumen pellet according to embodiment 164, wherein the    shell includes a hydrocarbonaceous polymer which includes a    cross-linked polyethylene.-   168. The bitumen pellet according to embodiment 164, wherein the    shell includes a hydrocarbonaceous polymer which includes high    density polyethylene (HDPE), polypropylene (PP),    polyethylene-co-vinyl acetate (PEVA) linear low-density polyethylene    (LLDPE), low-density polyethylene (LDPE), or any combinations    thereof.-   169. The bitumen pellet according to embodiment 164, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 20 wt.% relative to bitumen.-   170. The bitumen pellet according to embodiment 164, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 5 wt.% relative to bitumen.-   171. The bitumen pellet according to any one of embodiments 164 to    170, wherein the shell includes a hydrocarbonaceous polymer which is    different from the additive.-   172. The bitumen pellet according to embodiment 164, wherein the    shell fully surrounds the core.-   173. The bitumen pellet according to embodiment 164, wherein the    shell partially surrounds the core.-   174. The bitumen pellet according to embodiment 164, wherein the    shell is substantially free of bitumen.-   175. The bitumen pellet according to any one of embodiments 163 to    174, wherein the shell has a thickness less than about 5 mm.-   176. The bitumen pellet according to embodiment 175, wherein the    shell has a thickness within the range of from about 10 µm to about    4.5 mm.-   177. The bitumen pellet according to embodiment 175, wherein the    shell has a thickness within the range of from about 20 µm to about    3 mm.-   178. The bitumen pellet according to embodiment 175, wherein the    shell has a thickness within the range of about 20 µm to about 2 mm.-   179. The bitumen pellet according to embodiment 175, wherein the    shell has a thickness within the range of about 20 µm to about 1 mm.-   180. The bitumen pellet according to any one of embodiments 175 to    179, wherein the shell includes an outwardly extending flash.-   181. The bitumen pellet according to any one of embodiments 164 to    174, wherein the shell is harder than the core.-   182. The bitumen pellet according to embodiment 181, wherein the    shell includes a crimp seal.-   183. The bitumen pellet according to embodiment 182, wherein the    crimp seal extends transversally to a longitudinal axis of the    pellet.-   184. The bitumen pellet according to embodiment 182, wherein the    crimp seal extends along a longitudinal axis of the pellet.-   185. The bitumen pellet according to embodiment 184, wherein the    crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   186. The bitumen pellet according to embodiment 182, wherein the    crimp seal is substantially free of bitumen.-   187. The bitumen pellet according to embodiment 181, wherein the    shell includes first and second crimp seals in a spaced apart    relationship to one another.-   188. The bitumen pellet according to any one of embodiments 164 to    174, wherein the shell is in the form of a film.-   189. The bitumen pellet according to any one of embodiments 164 to    174, wherein the pellet includes an internal pressure which is above    ambient pressure, wherein the shell is hermetically sealed to    maintain the internal pressure of the pellet.-   190. The bitumen pellet according to embodiment 189, wherein the    internal pressure is above ambient pressure by an amount up to about    15 psi.-   191. The bitumen pellet according to any one of embodiments 163 to    188, the shell having a shape selected from generally spherical,    generally lozenge-like, generally cylindrical, generally discoidal,    generally tabular, generally ellipsoidal, generally flaky, generally    acicular, generally ovoidal, generally pillow shaped and any    combinations thereof.-   192. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than a quarter    inch.-   193. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than half an    inch.-   194. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than an inch.-   195. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than 2 inches.-   196. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than 3 inches.-   197. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than 4 inches.-   198. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than 5 inches.-   199. The bitumen pellet according to any one of embodiments 163 to    188, wherein the pellet has a maximal extent of less than 12 inches.-   200. A set of 100 bitumen pellets, wherein each pellets has a    structure as defined in embodiment 150, wherein the set has a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25, when the pellet load height is of 5 meters.-   201. A set of 100 bitumen pellets, wherein each pellets has a    structure as defined in embodiment 150, wherein the set has a    probability, per pellet, of failing an impact-resistance test that    does not exceed 0.25, when the height of drop is of 5 meters.-   202. A pile of bitumen pellets, wherein each pellets has a structure    as defined in embodiment 150, wherein the pile has an angle of    repose in the range from about 20 degrees to about 45 degrees.-   203. A solid bitumen pellet including an emulsion of bitumen and a    hydrocarbonaceous polymer.-   204. The bitumen pellet according to embodiment 203, wherein the    emulsion includes discrete droplets of said hydrocarbonaceous    polymer dispersed throughout the bitumen.-   205. The bitumen pellet according to embodiment 204, wherein    subjecting the pellet to a recovery process including a coalescence    step, results in a fusion of at least a portion of said discrete    droplets of said hydrocarbonaceous polymer.-   206. The bitumen pellet according to any one of embodiments 203 to    205, wherein the hydrocarbonaceous polymer has a melting point    temperature of at least 50° C.-   207. The bitumen pellet according to any one of embodiments 203 to    205, wherein the hydrocarbonaceous polymer has a melting point    temperature within the range of from about 50° C. to about 150° C.-   208. The bitumen pellet according to any one of embodiments 203 to    205, wherein the hydrocarbonaceous polymer includes a polyethylene.-   209. The bitumen pellet according to any one of embodiments 203 to    205, wherein the hydrocarbonaceous polymer includes high density    polyethylene (HDPE), polypropylene (PP), polyethylene-co-vinyl    acetate (PEVA) linear low-density polyethylene (LLDPE), low-density    polyethylene (LDPE), or any combinations thereof.-   210. The bitumen pellet according to any one of embodiments 203 to    209, wherein the hydrocarbonaceous polymer is present in a relative    quantity of from about 1 wt.% to about 20 wt.% relative to bitumen.-   211. The bitumen pellet according to any one of embodiments 203 to    209, wherein the hydrocarbonaceous polymer is present in a relative    quantity of at least 10 wt.% relative to bitumen.-   212. The bitumen pellet according to any one of embodiments 203 to    211, wherein the pellet includes an external shell.-   213. The bitumen pellet according to embodiment 212, wherein the    pellet has a core and the shell surrounds the core, the emulsion    being in the core.-   214. The bitumen pellet according to embodiment 213, wherein the    shell includes a hydrocarbonaceous polymer.    -   1. The bitumen pellet according to embodiment 213, wherein the        shell includes a hydrocarbonaceous polymer which includes a        polyethylene.    -   2. The bitumen pellet according to embodiment 213, wherein the        shell includes a hydrocarbonaceous polymer which includes a        cross-linked polyethylene.-   215. The bitumen pellet according to embodiment 213, wherein the    shell includes a hydrocarbonaceous polymer which includes high    density polyethylene (HDPE), polypropylene (PP),    polyethylene-co-vinyl acetate (PEVA) linear low-density polyethylene    (LLDPE), low-density polyethylene (LDPE), or any combinations    thereof.-   216. The bitumen pellet according to embodiment 213, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 20 wt.% relative to bitumen.-   217. The bitumen pellet according to embodiment 213, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 5 wt.% relative to bitumen.-   218. The bitumen pellet according to any one of embodiments 213 to    219, wherein the shell includes a hydrocarbonaceous polymer being    different from the additive.-   219. The bitumen pellet according to embodiment 213, wherein the    shell fully surrounds the core.-   220. The bitumen pellet according to embodiment 213, wherein the    shell partially surrounds the core.-   221. The bitumen pellet according to any one of embodiments 212 to    222, wherein the shell has a thickness of less than about 5 mm.-   222. The bitumen pellet according to embodiment 223, wherein the    shell has a thickness within the range of from about 10 µm to about    4.5 mm.-   223. The bitumen pellet according to embodiment 223, wherein the    shell has a thickness within the range of from about 20 µm to about    3 mm.-   224. The bitumen pellet according to embodiment 223, wherein the    shell has a thickness within the range of from about 20 µm to about    2 mm.-   225. The bitumen pellet according to embodiment 223, wherein the    shell has a thickness within the range of from about 20 µm to about    1 mm.-   226. The bitumen pellet according to any one of embodiments 223 to    227, wherein the shell includes an outwardly extending flash.-   227. The bitumen pellet according to any one of embodiments 213 to    222, wherein the shell is harder than the core.-   228. The bitumen pellet according to embodiment 229, wherein the    shell includes a crimp seal.-   229. The bitumen pellet according to embodiment 230, wherein the    crimp seal extends transversally to a longitudinal axis of the    pellet.-   230. The bitumen pellet according to embodiment 230, wherein the    crimp seal extends along a longitudinal axis of the pellet.-   231. The bitumen pellet according to embodiment 232, wherein the    crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   232. The bitumen pellet according to embodiment 230, wherein the    crimp seal is substantially free of bitumen.-   233. The bitumen pellet according to embodiment 229, wherein the    shell includes first and second crimp seals in a spaced apart    relationship to one another.-   234. The bitumen pellet according to any one of embodiments 212 to    222, wherein the shell is in the form of a flexible film.-   235. The bitumen pellet according to any one of embodiments 212 to    222, wherein the pellet includes an internal pressure which is above    ambient pressure, wherein the shell is hermetically sealed to    maintain the internal pressure of the pellet.-   236. The bitumen pellet according to embodiment 237, wherein the    internal pressure is above ambient pressure by an amount up to about    15 psi.-   237. The bitumen pellet according to any one of embodiments 212 to    236, the shell having a shape selected from generally spherical,    generally lozenge-like, generally cylindrical, generally discoidal,    generally tabular, generally ellipsoidal, generally flaky, generally    acicular, generally ovoidal, generally pillow shaped and any    combinations thereof.-   238. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than a quarter inch.-   239. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than half an inch.-   240. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than an inch.-   241. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than 2 inches.-   242. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than 3 inches.-   243. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than 4 inches.-   244. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than 5 inches.-   245. The bitumen pellet according to any one of embodiments 212 to    239, having a maximal extent of less than 12 inches.-   246. A set of 100 bitumen pellets, wherein each pellets has a    structure as defined in any one of embodiments 203 to 247, wherein    the set has a probability, per pellet, of failing a crush-resistance    test that does not exceed 0.25, when the pellet load height is of 5    meters.-   247. A set of 100 bitumen pellets, wherein each pellets has a    structure as defined in any one of embodiments 203 to 247, wherein    the set has a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the height of    drop is of 5 meters.-   248. A pile of bitumen pellets, wherein each pellets has a structure    as defined in any one of embodiments 203 to 247, wherein the pile    has an angle of repose in the range from about 20 degrees to about    45 degrees.-   249. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25,    when the height of the load of pellets is of H meters, the step of    discharging said solid bitumen pellets to form the pile including    controlling a height of the pile such that it does not exceed H.-   250. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.20,    when the height of the load of pellets is of H meters, the step of    discharging said solid bitumen pellets to form the pile including    controlling a height of the pile such that it does not exceed H.-   251. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.15,    when the height of the load of pellets is of H meters, the step of    discharging said solid bitumen pellets to form the pile including    controlling a height of the pile such that it does not exceed H.-   252. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.10,    when the height of the load of pellets is of H meters, the step of    discharging said solid bitumen pellets to form the pile including    controlling a height of the pile such that it does not exceed H.-   253. The method according to any one of embodiments 251 to 254,    wherein each pellet include a mixture of bitumen and an additive    operating to increase a viscosity of the mixture.-   254. The method according to embodiment 255, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   255. The method according to embodiment 255, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   256. The method according to embodiment 255, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   257. The method according to embodiment 255, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   258. The method according to embodiment 255, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   259. The method according to any one of embodiments 255 to 260,    wherein the additive includes a hydrocarbonaceous polymer.259. The    method according to any one of embodiments 255 to 260, wherein the    additive includes a hydrocarbonaceous polymer.-   260. The method according to embodiment 261, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   261. The method according to embodiment 261, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   263. The method according to embodiment 261, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   264. The method according to embodiment 264, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 8 wt.% to about 10 wt.% relative to bitumen.-   265. The method according to any one of embodiments 251 to 254,    wherein each pellet includes an external shell.-   266. The method according to embodiment 267, wherein each pellet has    a core and the shell surrounds the core.-   267. The method according to embodiment 268, wherein the shell fully    surrounds the core.-   268. The method according to embodiment 268, wherein the shell    partially surrounds the core.-   269. The method according to embodiment 268, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   270. The method according to embodiment 271, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   271. The method according to embodiment 268, wherein the shell is    harder than the core.-   272. The method according to embodiment 273, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   273. The method according to embodiment 273, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   274. The method according to embodiment 275, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   275. The method according to embodiment 275, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   276. The method according to embodiment 275, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   277. The method according to embodiment 275, wherein the shell has a    thickness within the range of from about 20 µm to about 4 mm.-   278. The method according to any one of embodiments 275 to 279,    wherein the shell includes an outwardly extending flash.-   279. The method according to embodiment 273, wherein the shell    includes a crimp seal.-   281. The method according to embodiment 281, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   282. The method according to embodiment 283, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   283. The method according to embodiment 281, wherein the crimp seal    is substantially free of bitumen.-   284. The method according to embodiment 273, wherein the shell    includes a first and second crimp seals which are in a spaced apart    relationship to one another.-   285. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 pellets characterized by having a probability, per pellet, of    failing an impact-resistance test that does not exceed 0.25, when    the pellets are dropped from a height H, the step of discharging the    solid bitumen pellets to form the pile including controlling the    height from which the pellets are dropped to form the pile such that    the height does not exceed H.-   286. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet, of failing an impact-resistance test of that does not exceed    0.20, when the pellets are dropped from a height H, the step of    discharging the solid bitumen pellets to form the pile including    controlling the height from which the pellets are dropped to form    the pile such that the height does not exceed H.-   287. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet, of failing an impact-resistance test that does not exceed    0.15, when the pellets are dropped from a height H, the step of    discharging the pellets to form the pile including controlling the    height from which the pellets are dropped to form the pile such that    the height does not exceed H.-   288. A method for storing bitumen, the method comprising discharging    solid bitumen pellets to form a pile of pellets, the pile including    100 solid bitumen pellets characterized by having a probability, per    pellet, of failing an impact-resistance test that does not exceed    0.10, when the pellets are dropped from a height H, the step of    discharging the pellets to form the pile including controlling the    height from which the pellets are dropped to form the pile such that    the height does not exceed H.-   289. The method according to any one of embodiments 287 to 290, each    pellet including a mixture of bitumen and an additive operating to    increase viscosity of the mixture.-   290. The method according to embodiment 291, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   291. The method according to embodiment 291, wherein the additive    includes a hydrocarbonaceous polymer.-   292. The method according to embodiment 293, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   293. The method according to embodiment 293, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   294. The method according to embodiment 293, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 to about 20 wt.% relative to bitumen.-   295. The method according to embodiment 293, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   296. The method according to any one of embodiments 287 to 290,    wherein each pellet includes an external shell.-   297. The method according to embodiment 298, wherein each pellet has    a core and the shell surrounds the core.-   298. The method according to embodiment 299, wherein the shell fully    surrounds the core.-   299. The method according to embodiment 299, wherein the shell    partially surrounds the core.-   300. The method according to embodiment 299, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   301. The method according to embodiment 302, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   302. The method according to embodiment 299, wherein the shell is    harder than the core.-   303. The method according to embodiment 304, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   304. The method according to embodiment 304, wherein the shell has a    thickness less than about 5 mm.-   305. The method according to embodiment 306, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   306. The method according to embodiment 306, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   307. The method according to embodiment 306, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   308. The method according to embodiment 306, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   309. The method according to any one of embodiments 306 to 310,    wherein the shell includes an outwardly extending flash.-   310. The method according to embodiment 304, wherein the shell    includes a crimp seal.-   311. The method according to embodiment 312, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   312. The method according to embodiment 312, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   313. The method according to embodiment 314, wherein the crimp seal    is formed by thermallysealing to each other opposing walls of the    shell.-   314. The method according to embodiment 312, wherein the crimp seal    is substantially free of bitumen.-   315. The method according to embodiment 304, wherein the shell    includes first and second crimp seals in a spaced apart relationship    to one another.-   316. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, wherein the load includes    100 solid bitumen pellets having a probability, per pellet of    failing a crush-resistance test that does not exceed 0.25 when the    height of the pellet load is of 1 meter.-   317. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    solid bitumen pellets having a probability, per pellet of failing a    crush-resistance test that does not exceed 0.25 when the height of    the pellet load is of 5 meters.-   318. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    solid bitumen pellets having a probability, per pellet of failing a    crush-resistance test that does not exceed 0.25 when the height of    the pellet load is of 10 meters.-   319. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    solid bitumen pellets having a probability, per pellet of failing a    crush-resistance test that does not exceed 0.25 when the height of    the pellet load is of 20 meters.-   320. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    solid bitumen pellets having a probability, per pellet of failing a    crush-resistance test that does not exceed 0.25 when the height of    the pellet load is of 30 meters.-   321. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    solid bitumen pellets having a probability, per pellet of failing a    crush-resistance test that does not exceed 0.25 when the height of    the pellet load is of 40 meters.-   322. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    solid bitumen pellets having a probability, per pellet of failing a    crush-resistance test that does not exceed 0.25 when the height of    the pellet load is of 50 meters.-   323. The method according to any one of embodiments 318 to 324, the    method including unloading the pellets from the shipping container    at the destination.-   324. The method according to any one of embodiments 318 to 324, the    method including loading the pellets into the shipping container at    the origin using automated loading equipment.-   325. The method according to any one of embodiments 318 to 326,    wherein the shipping container is a maritime vessel.-   326. The method according to any one of embodiments 318 to 326,    wherein the shipping container is a railcar.-   327. The method according to any one of embodiments 318 to 324, each    pellet including a mixture of bitumen and an additive operating to    increase viscosity of the mixture.-   328. The method according to embodiment 329, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   329. The method according to embodiment 329, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   330. The method according to embodiment 329, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   331. The method according to embodiment 329, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   332. The method according to embodiment 329, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   333. The method according to any one of embodiments 329 to 334,    wherein the additive includes a hydrocarbonaceous polymer.-   334. The method according to embodiment 335, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   335. The method according to embodiment 335, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   336. The method according to embodiment 335, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 to about 20 wt.% relative to bitumen.-   337. The method according to embodiment 335, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   338. The method according to embodiment 338, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 8 wt.% to about 10 wt.%.-   339. The method according to any one of embodiments 318 to 324, each    pellet including an external shell.-   340. The method according to embodiment 341, each pellet having a    core and the shell surrounding the core.-   341. The method according to embodiment 342, wherein the shell fully    surrounds the core.-   342. The method according to embodiment 342, wherein the shell    partially surrounds the core.-   343. The method according to embodiment 342, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   344. The method according to embodiment 345, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   345. The method according to embodiment 342, wherein the shell is    harder than the core.-   346. The method according to embodiment 347, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   347. The method according to embodiment 347, wherein the shell has a    thickness less than about 5 mm.-   348. The method according to embodiment 347, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   349. The method according to embodiment 347, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   350. The method according to embodiment 347, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   351. The method according to embodiment 347, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   352. The method according to any one of embodiments 347 to 353,    wherein the shell includes an outwardly extending flash.-   353. The method according to embodiment y, wherein the shell    includes a crimp seal.-   354. The method according to embodiment 355, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   355. The method according to embodiment 355, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   356. The method according to embodiment 357, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   357. The method according to embodiment 355, wherein the crimp seal    is substantially free of bitumen.-   358. The method according to embodiment 347, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   359. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 1 meter.-   360. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 5 meters.-   361. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 10 meters.-   362. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 20 meters.-   363. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 30 meters.-   364. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 40 meters.-   365. A method for environmental risk reduction during transport of    bitumen, the method comprising placing a load of solid bitumen    pellets in a shipping container at an origin, bringing the shipping    container with the load to a destination, the load including 100    pellets having a probability, per pellet of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 50 meters.-   366. The method according to any one of embodiments 361 to 367, the    method including unloading the pellets from the shipping container    at the destination.-   367. The method according to any one of embodiments 361 to 368, the    method including loading the pellets into the shipping container at    the origin using automated loading equipment.-   368. The method according to any one of embodiments 361 to 369,    wherein the shipping container is a railcar.-   369. The method according to any one of embodiments 361 to 369,    wherein the shipping container is a maritime vessel.-   370. The method according to any one of embodiments 361 to 367, each    pellet including a mixture of bitumen and an additive operating to    increase viscosity of the mixture.-   371. The method according to embodiment 372, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   372. The method according to embodiment 372, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   373. The method according to embodiment 372, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   374. The method according to embodiment 372, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   375. The method according to embodiment 372, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   376. The method according to any one of embodiments 372 to 377,    wherein the additive includes a hydrocarbonaceous polymer.-   377. The method according to embodiment 378, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   378. The method according to embodiment 378, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   379. The method according to embodiment 378, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 to about 20 wt.% relative to bitumen.-   380. The method according to embodiment 378, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   381. The method according to any one of embodiments 361 to 367, each    pellet including an external shell.-   382. The method according to embodiment 383, each pellet having a    core and the shell surrounding the core.-   383. The method according to embodiment 384, wherein the shell fully    surrounds the core.-   384. The method according to embodiment 384, wherein the shell    partially surrounds the core.-   385. The method according to embodiment 384, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   386. The method according to embodiment 387, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   387. The method according to embodiment 384, wherein the shell is    harder than the core.-   388. The method according to embodiment 389, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   389. The method according to embodiment 389, wherein the shell has a    thickness less than about 5 mm.-   390. The method according to embodiment 389, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   391. The method according to embodiment 389, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   392. The method according to embodiment 389, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   393. The method according to embodiment 389, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   394. The method according to any one of embodiments 389 to 395,    wherein the shell includes an outwardly extending flash.-   395. The method according to embodiment 389, wherein the shell    includes a crimp seal.-   396. The method according to embodiment 397, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   397. The method according to embodiment 397, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   398. The method according to embodiment 399, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   399. The method according to embodiment 397, wherein the crimp seal    is substantially free of bitumen.-   400. The method according to embodiment 389, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   401. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 1 meter.-   402. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 5 meters.-   403. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 10 meters.-   404. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 20 meters.-   405. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 30 meters.-   406. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 40 meters.-   407. A method for reducing a risk of contaminating a shipping    container during transport of bitumen by transfer of bitumen    material to walls of the shipping container, the method comprising    placing a load of solid bitumen pellets in the shipping container,    the load including 100 bitumen pellets having a probability, per    pellet of failing a crush-resistance test that does not exceed 0.25    when the height of the pellet load is of 50 meters.-   408. The method according to any one of embodiments 403 to 409, the    method including unloading the pellets from the shipping container    at the destination.-   409. The method according to any one of embodiments 403 to 410, the    method including loading the pellets into the shipping container at    the origin using automated loading equipment.-   410. The method according to any one of embodiments 403 to 411,    wherein the shipping container is a railcar.-   411. The method according to any one of embodiments 403 to 411,    wherein the shipping container is a maritime vessel.-   412. The method according to any one of embodiments 403 to 409, each    pellet including a mixture of bitumen and an additive operating to    increase viscosity of the mixture.-   413. The method according to embodiment 414, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   414. The method according to embodiment 414, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   415. The method according to embodiment 414, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   416. The method according to embodiment 414, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   417. The method according to embodiment 414, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   418. The method according to any one of embodiments 414 to 419,    wherein the additive includes a hydrocarbonaceous polymer.-   419. The method according to embodiment 420, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   420. The method according to embodiment 420, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA), linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   421. The method according to embodiment 420, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 to about 20 wt.% relative to bitumen.-   422. The method according to embodiment 420, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   423. The method according to embodiment 423, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 8 wt.% to about 10 wt.%.-   424. The method according to any one of embodiments 403 to 409, each    pellet including an external shell.-   425. The method according to embodiment 426, each pellet having a    core and the shell surrounding the core.-   426. The method according to embodiment 427, wherein the shell fully    surrounds the core.-   427. The method according to embodiment 427, wherein the shell    partially surrounds the core.-   428. The method according to embodiment 427, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   429. The method according to embodiment 430, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   430. The method according to embodiment 427, wherein the shell is    harder than the core.-   431. The method according to embodiment 432, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   432. The method according to embodiment 432, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   433. The method according to embodiment 432, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   434. The method according to embodiment 432, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   435. The method according to embodiment 432, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   436. The method according to embodiment 432, wherein the shell has a    thickness of less than about 5 mm.-   437. The method according to any one of embodiments 432 to 438,    wherein the shell includes an outwardly extending flash.-   438. The method according to embodiment 432, wherein the shell    includes a crimp seal.-   439. The method according to embodiment 440, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   440. The method according to embodiment 440, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   441. The method according to embodiment 442, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   442. The method according to embodiment 440, wherein the crimp seal    is substantially free of bitumen.-   443. The method according to embodiment 432, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   444. The method according to embodiment 426, wherein the shell is in    the form of a flexible film.-   445. A method of making a solid bitumen pellet, the method including    mixing bitumen with an additive operating to provide a mixture which    has a viscosity higher comparatively to a viscosity of the bitumen    before inclusion of the additive.-   446. The method according to embodiment 447, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   447. The method according to embodiment 447, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   448. The method according to embodiment 447, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   449. The method according to embodiment 447, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   450. The method according to any one of embodiments 447 to 451,    wherein the additive includes a hydrocarbonaceous polymer.-   451. The method according to embodiment 452, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   452. The method according to embodiment 452, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   453. The method according to embodiment 452, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   454. The method according to embodiment 455, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   455. The method according to embodiment 452, the method including    heating the bitumen and the polymer such that the polymer liquefies,    and mixing when the polymer is in liquid state.-   456. The method according to embodiment 457, wherein said heating is    performed to a temperature in the range of from about 50° C. and    about 150° C.-   457. The method according to embodiment 457, the method including    extruding the mixture.-   458. The method according to embodiment 457, the method including    molding the mixture.-   459. The method according to embodiment 457, the method including    forming a shell around a core made of the mixture.-   460. The method according to embodiment 461, wherein the    hydrocarbonaceous polymer is a first hydrocarbonaceous polymer, the    method including co-extruding the mixture with a material including    a second hydrocarbonaceous polymer to form the shell.-   461. The method according to embodiment 461, the method including    spraying the mixture with a material which upon solidification forms    the shell.-   462. The method according to embodiment 461, the method including    enclosing the mixture into a container forming the shell.-   463. The method according to embodiment 464, the method including    extruding the container and filling the container with the mixture.-   464. The method according to embodiment 465, the method including    sealing the container that is filled with the mixture.-   465. The method according to embodiment 466, the method being a    blow-fill-seal process.-   466. The method according to embodiment 464, the method including    providing material in sheet form and forming the container from the    material in sheet form around the core.-   467. The method according to embodiment 468, the method including    forming a tube from the sheet material and depositing the core into    the tube.-   468. The method according to embodiment 469, the method including    sealing longitudinal edges of the sheet material to form a crimp    seal extending longitudinally on the tube.-   469. The method according to embodiment 469, the method including    making spaced apart crimp seals to close the tube.-   470. The method according to embodiment 471, the method being a    fill-form-seal process.-   471. The method according to embodiment 468, the method including    providing opposing sheets and sealing the opposing sheets to each    other to enclose the core between the sheets.-   472. The method according to any one of embodiments 447, wherein the    pellet includes an external shell.-   473. The method according to embodiment 474, wherein the pellet has    a core and the shell surrounds the core.-   474. The method according to embodiment 475, wherein the shell fully    surrounds the core.-   475. The method according to embodiment 475, wherein the shell    partially surrounds the core.-   476. The method according to embodiment 475, wherein the pellet    includes an internal pressure which is above ambient pressure,    wherein the shell is hermetically sealed to maintain the internal    pressure of the pellet.-   477. The method according to embodiment 478, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   478. The method according to embodiment 475, wherein the shell    includes an outwardly extending flash.-   479. The method according to embodiment 475, wherein the shell is    harder than the core.-   480. The method according to embodiment 481, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   481. The method according to embodiment 481, wherein the shell has a    thickness less than about 5 mm.-   482. The method according to embodiment 481, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   483. The method according to embodiment 481, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   484. The method according to embodiment 481, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   485. The method according to embodiment 481, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   486. The method according to embodiment 475, wherein the shell    includes a crimp seal.-   487. The method according to embodiment 488, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   488. The method according to embodiment 488, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   489. The method according to embodiment 490, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   490. The method according to embodiment 488, wherein the crimp seal    is substantially free of bitumen.-   491. The method according to embodiment 475, wherein the shell    includes first and second crimp seals, in opposing relationship.-   492. An apparatus for making a solid bitumen pellet, comprising an    inlet for receiving bitumen and a shell forming station for forming    a shell around a bituminous core made from bitumen introduced at the    inlet.-   493. The apparatus according to embodiment 494, comprising a mixer    for mixing bitumen and an additive operating as a thickening agent    to produce a bituminous mixture.-   494. The apparatus according to embodiment 495, wherein solubility    of the additive into bitumen at a temperature of 150° C. is less    than 5 wt.%.-   495. The apparatus according to embodiment 495, wherein the mixer is    in communication with the shell forming station to supply the    mixture under pressure to the shell forming station.-   496. The apparatus according to embodiment 497, wherein the mixer    including a heater to heat the bitumen and the additive.-   497. The apparatus according to embodiment 498, wherein the mixer    including a feed screw.-   498. The apparatus according to any one of embodiments 497 to 499,    wherein the apparatus includes an extruder to extrude the mixture    through an extrusion die.-   499. The apparatus according to embodiment 500, wherein the shell    forming station is part of the extruder to co-extrude the shell on    the core.-   500. The apparatus according to embodiment 498, wherein the additive    includes a hydrocarbonaceous polymer.-   501.— The apparatus according to embodiment 502, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   502. The apparatus according to embodiment 502, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   503. The apparatus according to embodiment 502, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   504. The apparatus according to embodiment 502, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   505. The apparatus according to any one of embodiments 502 to 506,    wherein the hydrocarbonaceous polymer has a melting point    temperature of at least 50° C.-   506. The apparatus according to any one of embodiments 502 to 506,    wherein the hydrocarbonaceous polymer has a melting point    temperature within the range of from about 50° C. to about 150° C.-   507. The apparatus according to embodiment 507 or 508, wherein the    heater maintains the temperature of the mixer in range of the    melting point temperature.-   508. The apparatus according to embodiment 495, wherein the shell    forming station includes a device for forming the shell from a    hydrocarbonaceous polymer and filling the shell with the bituminous    mixture.-   509. The apparatus according to embodiment 510, wherein the shell    forming station includes an extruder for extruding the shell.-   510. The apparatus according to embodiment 511, wherein the shell    forming station includes a device for sealing the shell once the    shell is filled.-   511. The apparatus according to embodiment 512, wherein the    apparatus is a blow-fill-seal apparatus.-   512. The apparatus according to embodiment 510, wherein the shell    forming station includes a device for forming the shell from polymer    film and filling the shell with the bituminous mixture.-   513. The apparatus according to embodiment 514, wherein the shell    forming station includes a device for forming the film into a tube.-   514. The apparatus according to embodiment 515, wherein the shell    forming station includes a device for forming a longitudinal crimp    seal.-   515. The apparatus according to embodiment 516, wherein the shell    forming station includes a device for forming a transverse crimp    seal on the tube.-   516. The apparatus according to embodiment 517, wherein the    apparatus is a form-fill-seal apparatus.-   517. Bitumen material retrieved from a solid bitumen pellet, the    bitumen material being suitable for processing in an oil refinery to    separate the bitumen material into constituents that can be used as    fuels, lubricants and feedstocks in petrochemical processes, the    bitumen material including a content of hydrocarbonaceous polymer,    wherein the content of the hydrocarbonaceous polymer does not exceed    about 0.5 wt.% relative to bitumen.-   518. The bitumen material according to embodiment 519, wherein the    content of said hydrocarbonaceous polymer does not exceed about 0.3    wt.% relative to bitumen.-   519. The bitumen material according to embodiment 519, wherein the    content of said hydrocarbonaceous polymer does not exceed about 0.1    wt.% relative to bitumen.-   520. The bitumen material according to any one of embodiments 519 to    521, wherein the bitumen material is an emulsion including droplets    of said hydrocarbonaceous polymer dispersed throughout the bitumen.-   521. The bitumen material according to embodiment 522, wherein the    majority of the droplets have a diameter size in the range of    between 10 µm and 50 µm.-   522. The bitumen material according to embodiment 522, wherein the    majority of the droplets have a diameter size of less than 10 µm.-   523. A method for reducing the risk of fire when transporting    bitumen, comprising transporting an emulsion of bitumen and additive    operating to provide the emulsion with a flash point that is higher    than compared to the flash point of bitumen without the additive.-   524. The method according to embodiment 525, wherein the additive    includes a hydrocarbonaceous polymer.-   525. The method according to embodiment 526, wherein the    hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   526. The method according to embodiment 526, wherein the    hydrocarbonaceous polymer has a melting point temperature within the    range of from about 50° C. to about 150° C.-   527. The method according to embodiment 526, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   528. The method according to embodiment 526, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   529. The method according to any one of embodiments 526 to 530,    wherein the hydrocarbonaceous polymer is present in a relative    quantity of from about 1 wt.% to about 20 wt.% relative to bitumen.-   530. The method according to any one of embodiments 526 to 530,    wherein the hydrocarbonaceous polymer is present in a relative    quantity of at least 10 wt.% relative to bitumen.-   531. The method according to any one of embodiments 525 to 532,    wherein the emulsion of bitumen is in the form of a bitumen pellet    including an external shell.-   532. The method according to embodiment 533, wherein the pellet has    a core and the shell surrounds the core.-   533. The method according to embodiment 534, wherein the shell    includes a hydrocarbonaceous polymer.-   534. The method according to embodiment 534, wherein the shell    includes a hydrocarbonaceous polymer which includes a polyethylene.-   535. The method according to embodiment 534, wherein the shell    includes a hydrocarbonaceous polymer which includes a cross-linked    polyethylene.-   536. The method according to embodiment 534, wherein the shell    includes a hydrocarbonaceous polymer which includes high density    polyethylene (HDPE), polypropylene (PP), polyethylene-co-vinyl    acetate (PEVA) linear low-density polyethylene (LLDPE), low-density    polyethylene (LDPE), or any combinations thereof.-   537. The method according to embodiment 534, wherein the shell    includes a hydrocarbonaceous polymer in an amount within the range    of from about 0.01 to about 20 wt.% relative to bitumen.-   538. The method according to embodiment 534, wherein the shell    includes a hydrocarbonaceous polymer in an amount within the range    of from about 0.01 to about 5 wt.% relative to bitumen.-   539. The method according to any one of embodiments 534 to 540,    wherein the shell includes a hydrocarbonaceous polymer being    different from the additive.-   540. The method according to embodiment 534, wherein the shell fully    surrounds the core.-   541. The method according to embodiment 534, wherein shell partially    surrounds the core.-   542. The method according to any one of embodiments 534 to 543,    wherein the shell has a thickness within the range of from about 10    µm to about 4.5 mm.-   543. The method according to embodiment 544, wherein the shell has a    thickness within the range of from about 20 µm to about 4 mm.-   544. The method according to embodiment 544, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   545. The method according to embodiment 544, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   546. The method according to embodiment 544, wherein the shell has a    thickness less than about 5 mm.-   547. The method according to any one of embodiments 544 to 548,    wherein the shell includes an outwardly extending flash.-   548. The method according to any one of embodiments 534 to 543,    wherein the shell is harder than the core.-   549. The method according to embodiment 550, wherein the shell    includes a crimp seal.-   550. The method according to embodiment 551, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   551. The method according to embodiment 551, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   552. The method according to embodiment 553, wherein the crimp seal    is sealed at opposing extremities portions thereof.-   553. The method according to embodiment 551, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   554. The method according to embodiment 550, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   555. The method according to any one of embodiments 534 to 543,    wherein the shell is in the form of a film.-   556. The method according to any one of embodiments 534 to 543,    wherein the pellet includes an internal pressure which is above    ambient pressure, wherein the shell is hermetically sealed to    maintain the internal pressure of the pellet.-   557. The method according to embodiment 558, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   558. The method according to any one of embodiments 544 to 557, the    shell having a shape selected from generally spherical, generally    lozenge-like, generally cylindrical, generally discoidal, generally    tabular, generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   559. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than a quarter inch.-   560. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than half an inch.-   561. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than an inch.-   562. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than 2 inches.-   563. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than 3 inches.-   564. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than 4 inches.-   565. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than 5 inches.-   566. The method according to any one of embodiments 533 to 560, each    pellet having a maximal extent of less than 12 inches.-   567. A method for retrieving bitumen from a solid bitumen pellet,    the pellet including bitumen and material contributing to maintain    the pellet in solid form, the method comprising separating the    material at least partially from the bitumen.-   568. The method according to embodiment 569, wherein the material    includes a hydrocarbonaceous polymer.-   569. The method according to embodiment 570, wherein the    hydrocarbonaceous polymer is admixed with bitumen.-   570. The method according to embodiment 571, wherein the    hydrocarbonaceous polymer forms an emulsion.-   571. The method according to embodiment 571 or 572, wherein the    pellet includes a mixture of bitumen and the hydrocarbonaceous    polymer, where the hydrocarbonaceous polymer operates to increase    the viscosity of the mixture.-   572. The method according to embodiment 573, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   573. The method according to embodiment 573, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   574. The method according to embodiment 573, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   575. The method according to embodiment 573, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   576. The method according to embodiment 573, wherein a solubility of    the hydrocarbonaceous polymer into bitumen at a temperature of    150° C. is less than 5 wt.%.-   577. The method according to embodiment 573, wherein a solubility of    the hydrocarbonaceous polymer into bitumen at a temperature of    150° C. is less than 1 wt.%.-   578. The method according to embodiment 573, wherein a solubility of    the hydrocarbonaceous polymer into bitumen at a temperature of    150° C. is less than 0.5 wt.%.-   579. The method according to embodiment 573, wherein a solubility of    the hydrocarbonaceous polymer into bitumen at a temperature of    150° C. is less than 0.1 wt.%.-   580. The method according to embodiment 573, wherein a solubility of    the hydrocarbonaceous polymer into bitumen at a temperature of    150° C. is less than 0.05 wt.%.-   581. The method according to embodiment 570, wherein the pellet    includes an external shell.-   582. The method according to embodiment 583, wherein the pellet has    a core and the shell surrounds the core.-   583. The method according to embodiment 584, wherein the shell fully    surrounds the core.-   584. The method according to embodiment 584, wherein the shell    partially surrounds the core.-   585. The method according to embodiment 584, wherein the pellet    includes an internal pressure which is above ambient pressure,    wherein the shell is hermetically sealed to maintain the internal    pressure of the pellet.-   586. The method according to embodiment 587, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   587. The method according to embodiment 584, wherein the shell is    harder than the core.-   588. The method according to embodiment 589, wherein the shell has a    thickness less than about 5 mm.-   589. The method according to embodiment 589, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   590. The method according to embodiment 589, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   591. The method according to embodiment 589, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   592. The method according to embodiment 589, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   593. The method according to embodiment 589, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   594. The method according to embodiment 589, the pellet having a    maximal extent of less than a quarter inch.-   595. The method according to embodiment 589, the pellet having a    maximal extent of less than half an inch.-   596. The method according to embodiment 589, the pellet having a    maximal extent of less than an inch.-   597. The method according to embodiment 589, the pellet having a    maximal extent of less than 2 inches.-   598. The method according to embodiment 589, the pellet having a    maximal extent of less than 3 inches.-   599. The method according to embodiment 589, the pellet having a    maximal extent of less than 4 inches.-   600. The method according to embodiment 589, the pellet having a    maximal extent of less than 5 inches.-   601. The method according to embodiment 589, the pellet having a    maximal extent of less than 12 inches.-   602. The method according to embodiment 589, wherein the shell    includes an outwardly extending flash.-   603. The method according to embodiment 589, wherein the shell    includes a crimp seal.-   604. The method according to embodiment 605, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   605. The method according to embodiment 605, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   606. The method according to embodiment 607, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   607. The method according to embodiment 605, wherein the crimp seal    is substantially free of bitumen.-   608. The method according to embodiment 589, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   609. The method according to any one of embodiments 569 to 610,    including heating the pellet to convert the pellet into liquid.-   610. The method according to embodiment 611, including removing the    material at least partially from said liquid.-   611. The method according to embodiment 612, including removing the    material by gravity separation.-   612. The method according to embodiment 584, including processing    the pellet to separate the shell from the core material.-   613. The method according to embodiment 614, said processing    including heating the pellet.-   614. The method according to embodiment 615, said processing further    including mechanically separating the shell from the core material.-   615. A method for retrieving bitumen from a solid bitumen pellet,    the pellet including a bituminous core and a shell protecting the    core, the method including processing the pellet to retrieve bitumen    from the pellet in a condition such that the bitumen is suitable for    processing in an oil refinery to separate the bitumen material into    constituents that can be used as fuels, lubricants and feedstocks in    petrochemical processes, the processing of the pellet including a    step of separating the shell from the bituminous core.-   616. The method according to embodiment 617, the core including a    mixture of bitumen and additive operating as a thickening agent.-   617. The method according to embodiment 618, wherein the additive    includes a hydrocarbonaceous polymer.-   618. The method according to embodiment 619, wherein the pellet    includes a mixture of bitumen and the hydrocarbonaceous polymer,    where the hydrocarbonaceous polymer operates to increase the    viscosity of the mixture.-   619. The method according to embodiment 620, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   620. The method according to embodiment 620, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   621. The method according to embodiment 620, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   622. The method according to embodiment 620, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   623. The method according to embodiment 620, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   624. The method according to embodiment 620, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   625. The method according to embodiment 620, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   626. The method according to embodiment 620, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   627. The method according to embodiment 620, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   628. The method according to embodiment 617, wherein the shell is    harder than the core.-   629. The method according to embodiment 630, wherein the shell    partially surrounds the core.-   630. The method according to embodiment 630, wherein the shell fully    surrounds the core.-   631. The method according to embodiment 632, wherein the pellet    includes an internal pressure which is above ambient pressure,    wherein the shell is hermetically sealed to maintain the internal    pressure of the pellet.-   632. The method according to embodiment 633, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   633. The method according to embodiment 630, wherein the shell has a    thickness less than about 5 mm.-   634. The method according to embodiment 630, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   635. The method according to embodiment 630, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   636. The method according to embodiment 630, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   637. The method according to embodiment 630, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   638. The method according to embodiment 630, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   639. The method according to embodiment 630, the pellet having a    maximal extent of less than a quarter inch.-   640. The method according to embodiment 630, the pellet having a    maximal extent of less than half an inch.-   641. The method according to embodiment 630, the pellet having a    maximal extent of less than an inch.-   642. The method according to embodiment 630, the pellet having a    maximal extent of less than 2 inches.-   643. The method according to embodiment 630, the pellet having a    maximal extent of less than 3 inches.-   644. The method according to embodiment 630, the pellet having a    maximal extent of less than 4 inches.-   645. The method according to embodiment 630, the pellet having a    maximal extent of less than 5 inches.-   646. The method according to embodiment 630, the pellet having a    maximal extent of less than 12 inches.-   647. The method according to embodiment 630, wherein the shell    includes an outwardly extending flash.-   648. The method according to embodiment 630, wherein the shell    includes a crimp seal.-   649. The method according to embodiment 650, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   650. The method according to embodiment 650, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   651. The method according to embodiment 652, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   652. The method according to embodiment 650, wherein the crimp seal    is substantially free of bitumen.-   653. The method according to embodiment 630, wherein the shell    includes first and second crimp seals in a spaced apart relationship    to one another.-   654. The method according to any one of embodiments 617 to 655,    including heating the pellet to convert same into a liquid.-   655. The method according to embodiment 656, including removing the    material at least partially from said liquid.-   656. The method according to embodiment 657, including removing the    material by gravity separation.-   657. A method for facilitating retrieval of spilled solid bitumen    pellets during transport by rail over rail tracks, comprising    providing the pellets with a color signal configured to make the    pellets visually distinguishable from an environment of the rail    track.-   658. The method according to embodiment 659, wherein the environment    includes a body of water, the method including providing the pellets    with a color signal that is visually contrasting with the body of    water when the pellets float on the body of water.-   659. The method according to embodiment 660, wherein each pellet    includes a bituminous core and shell protecting the core.-   660. The method according to embodiment 661, the method including    applying the color signal to the shell.-   661. The method according to embodiment 662, wherein the shell is    harder than the core.-   662. The method according to embodiment 663, wherein the shell    partially surrounds the core.-   663. The method according to embodiment 663, wherein the shell fully    surrounds the core.-   664. The method according to embodiment 665, wherein the pellet    includes an internal pressure which is above ambient pressure,    wherein the shell is hermetically sealed to maintain the internal    pressure of the pellet.-   665. The method according to embodiment 666, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   666. The method according to embodiment 663, wherein the shell has a    thickness less than about 5 mm.-   667. The method according to embodiment 663, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   668. The method according to embodiment 663, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   669. The method according to embodiment 663, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   670. The method according to embodiment 663, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   671. The method according to embodiment 663, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   672. The method according to embodiment 663, the pellet having a    maximal extent of less than a quarter inch.-   673. The method according to embodiment 663, the pellet having a    maximal extent of less than half an inch.-   674. The method according to embodiment 663, the pellet having a    maximal extent of less than an inch.-   675. The method according to embodiment 663, the pellet having a    maximal extent of less than 2 inches.-   676. The method according to embodiment 663, the pellet having a    maximal extent of less than 3 inches.-   678. The method according to embodiment 663, the pellet having a    maximal extent of less than 5 inches.-   679. The method according to embodiment 663, the pellet having a    maximal extent of less than 12 inches.-   680. The method according to embodiment 663, wherein the shell    includes an outwardly extending flash.-   681. The method according to embodiment 663, wherein the shell    includes a crimp seal.-   682. The method according to embodiment 683, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   683. The method according to embodiment 683, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   684. The method according to embodiment 685, wherein the crimp seal    formally by thermally sealing to each other opposing walls of the    shell.-   685. The method according to embodiment 683, wherein the crimp seal    is substantially free of bitumen.-   686. The method according to embodiment 663, wherein the shell    includes first and second crimp seals which are positioned in a    spaced apart relationship to one another.-   687. The method as defined in any one of embodiments 287 to 317    wherein the pellets in the pile are substantially identical to each    other.-   688. The method as defined in any one of embodiments 318 to 360    wherein the pellets in the load are substantially identical to each    other.-   689. The method as defined in any one of embodiments 361 to 402,    wherein the pellets in the load are substantially identical.-   690. The method as defined in anyone of embodiments 403 to 446,    wherein the pellets in the load are substantially identical.-   691. The method as defined in anyone of embodiments 251 to 286    wherein the pellets in the pile are substantially identical to each    other.-   692. A solid bitumen pellet comprising a bituminous core and a shell    enclosing the core, the pellet being responsive to a compression    applied externally on the shell and of sufficient magnitude to    deform the pellet to develop an internal gaseous pressure increase    which operates to counterbalance, at least partially the    compression, wherein the internal gaseous pressure increases with an    increase of the compression applied externally on the shell.-   693. The bitumen pellet according to embodiment 694, wherein the    core includes a mixture of bitumen and an additive, where the    additive operates to increase the viscosity of the mixture.-   694. The bitumen pellet according to embodiment 695, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   695. The bitumen pellet according to embodiment 695, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 1 wt.%.-   696. The bitumen pellet according to embodiment 695, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.5 wt.%.-   697. The bitumen pellet according to embodiment 695, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.1 wt.%-   698. The bitumen pellet according to embodiment 695, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.05 wt.%.-   699. The bitumen pellet according to any one of embodiments 695 to    700, wherein the additive includes a hydrocarbonaceous polymer.-   700. The bitumen pellet according to embodiment 701, wherein the    hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   701. The bitumen pellet according to embodiment 701, wherein the    hydrocarbonaceous polymer has a melting point temperature within the    range of from about 50° C. to about 150° C.-   702. The bitumen pellet according to embodiment 701, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   703. The bitumen pellet according to embodiment 701, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   704. The bitumen pellet according to embodiment 701, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   705. The bitumen pellet according to embodiment 701, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   706. The bitumen pellet according to embodiment 694, wherein the    shell includes a hydrocarbonaceous polymer.-   707. The bitumen pellet according to embodiment 694, wherein the    shell includes a hydrocarbonaceous polymer which includes a    polyethylene.-   708. The bitumen pellet according to embodiment 694, wherein the    shell includes a hydrocarbonaceous polymer which includes a    cross-linked polyethylene.-   709. The bitumen pellet according to embodiment 694, wherein the    shell includes a hydrocarbonaceous polymer which includes high    density polyethylene (HDPE), polypropylene (PP),    polyethylene-co-vinyl acetate (PEVA) linear low-density polyethylene    (LLDPE), low-density polyethylene (LDPE), or any combinations    thereof.-   710. The bitumen pellet according to embodiment 694, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 20 wt.% relative to bitumen.-   711. The bitumen pellet according to embodiment 694, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 5 wt.% relative to bitumen.-   712. The bitumen pellet according to any one of embodiments 695 to    713, wherein the shell includes a hydrocarbonaceous polymer which is    different from the additive.-   713. The bitumen pellet according to embodiment 694, wherein the    shell fully surrounds the core.-   714. The bitumen pellet according to embodiment 694, wherein the    shell partially surrounds the core.-   715. The bitumen pellet according to embodiment 694, wherein the    shell is substantially free of bitumen.-   716. The bitumen pellet according to any one of embodiments 694 to    717, wherein the shell has a thickness less than about 5 mm.-   717. The bitumen pellet according to embodiment 718, wherein the    shell has a thickness within the range of from about 10 µm to about    4.5 mm.-   718. The bitumen pellet according to embodiment 718, wherein the    shell has a thickness within the range of from about 20 µm to about    3 mm.-   719. The bitumen pellet according to embodiment 718, wherein the    shell has a thickness within the range of from about 20 µm to about    2 mm.-   720. The bitumen pellet according to embodiment 718, wherein the    shell has a thickness within the range of from about 20 µm to about    1 mm.-   721. The bitumen pellet according to any one of embodiments 718 to    722, wherein the shell includes an outwardly extending flash.-   722. The bitumen pellet according to any one of embodiments 694 to    723, wherein the shell is harder than the core.-   723. The bitumen pellet according to embodiment 724, wherein the    shell includes a crimp seal.-   724. The bitumen pellet according to embodiment 725, wherein the    crimp seal extends transversally to a longitudinal axis of the    pellet.-   725. The bitumen pellet according to embodiment 725, wherein the    crimp seal extends along a longitudinal axis of the pellet.-   726. The bitumen pellet according to embodiment 727, wherein the    crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   727. The bitumen pellet according to embodiment 725, wherein the    crimp seal is substantially free of bitumen.-   728. The bitumen pellet according to embodiment 724, wherein the    shell includes first and second crimp seals in a spaced apart    relationship to one another.-   729. The bitumen pellet according to any one of embodiments 694 to    717, wherein the shell is in the form of a film.-   730. The bitumen pellet according to any one of embodiments 694 to    731, the shell having a shape selected from generally spherical,    generally lozenge-like, generally cylindrical, generally discoidal,    generally tabular, generally ellipsoidal, generally flaky, generally    acicular, generally ovoidal, generally pillow shaped and any    combinations thereof.-   731. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than a quarter    inch.-   732. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than half an    inch.-   733. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than an inch.-   734. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than 2 inches.-   735. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than 3 inches.-   736. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than 4 inches.-   737. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than 5 inches.-   738. The bitumen pellet according to any one of embodiments 694 to    731, wherein the pellet has a maximal extent of less than 12 inches.-   739. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 0.5 psi.-   740. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 1 psi.-   741. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 2 psi.-   742. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 3 psi.-   743. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 5 psi.-   744. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 7 psi.-   745. The bitumen pellet according to any one of embodiments 694 to    740, having a burst pressure of at least 10 psi.-   746. A solid bitumen pellet comprising a bituminous core and a shell    enclosing the core, the shell being configured to reduce the    exposure of the bituminous core to ambient oxygen.-   747. The bitumen pellet according to embodiment 748, wherein the    core includes a mixture of bitumen and an additive, where the    additive operates to increase the viscosity of the mixture.-   748. The bitumen pellet according to embodiment 749, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 5 wt.%.-   749. The bitumen pellet according to embodiment 749, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 1 wt.%.-   750. The bitumen pellet according to embodiment 749, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.5 wt.%.-   751. The bitumen pellet according to embodiment 749, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.1 wt.%-   752. The bitumen pellet according to embodiment 749, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.05 wt.%.-   753. The bitumen pellet according to any one of embodiments 749 to    754, wherein the additive includes a hydrocarbonaceous polymer.-   754. The bitumen pellet according to embodiment 755, wherein the    hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   755. The bitumen pellet according to embodiment 755, wherein the    hydrocarbonaceous polymer has a melting point temperature within the    range of from about 50° C. to about 150° C.-   756. The bitumen pellet according to embodiment 755, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   757. The bitumen pellet according to embodiment 755, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   758. The bitumen pellet according to embodiment 755, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   759. The bitumen pellet according to embodiment 755, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   760. The bitumen pellet according to embodiment 748, wherein the    shell includes a hydrocarbonaceous polymer.-   761. The bitumen pellet according to embodiment 748, wherein the    shell includes a hydrocarbonaceous polymer which includes a    polyethylene.-   762. The bitumen pellet according to embodiment 748, wherein the    shell includes a hydrocarbonaceous polymer which includes a    cross-linked polyethylene.-   763. The bitumen pellet according to embodiment 748, wherein the    shell includes a hydrocarbonaceous polymer which includes high    density polyethylene (HDPE), polypropylene (PP),    polyethylene-co-vinyl acetate (PEVA) linear low-density polyethylene    (LLDPE), low-density polyethylene (LDPE), or any combinations    thereof.-   764. The bitumen pellet according to embodiment 748, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 20 wt.% relative to bitumen.-   765. The bitumen pellet according to embodiment 748, wherein the    shell includes a hydrocarbonaceous polymer in an amount within the    range of from about 0.01 to about 5 wt.% relative to bitumen.-   766. The bitumen pellet according to any one of embodiments 749 to    767, wherein the shell includes a hydrocarbonaceous polymer which is    different from the additive.-   767. The bitumen pellet according to embodiment 748, wherein the    shell fully surrounds the core.-   768. The bitumen pellet according to embodiment 748, wherein the    shell partially surrounds the core.-   769. The bitumen pellet according to embodiment 748, wherein the    shell is substantially free of bitumen.-   770. The bitumen pellet according to any one of embodiments 748 to    771, wherein the shell has a thickness less than about 5 mm.-   771. The bitumen pellet according to embodiment 772, wherein the    shell has a thickness within the range of from about 10 µm to about    4.5 mm.-   772. The bitumen pellet according to embodiment 772, wherein the    shell has a thickness within the range of from about 20 µm to about    3 mm.-   773. The bitumen pellet according to embodiment 772, wherein the    shell has a thickness within the range of from about 20 µm to about    2 mm.-   774. The bitumen pellet according to embodiment 772, wherein the    shell has a thickness within the range of from about 20 µm to about    1 mm.-   775. The bitumen pellet according to any one of embodiments 772 to    776, wherein the shell includes an outwardly extending flash.-   776. The bitumen pellet according to any one of embodiments 748 to    771, wherein the shell is harder than the core.-   777. The bitumen pellet according to embodiment 778, wherein the    shell includes a crimp seal.-   778. The bitumen pellet according to embodiment 779, wherein the    crimp seal extends transversally to a longitudinal axis of the    pellet.-   779. The bitumen pellet according to embodiment 779, wherein the    crimp seal extends along a longitudinal axis of the pellet.-   780. The bitumen pellet according to embodiment 781, wherein the    crimp seal is formed by thermally sealing to each other opposing    walls of the shell.-   781. The bitumen pellet according to embodiment 779, wherein the    crimp seal is substantially free of bitumen.-   782. The bitumen pellet according to embodiment 778, wherein the    shell includes first and second crimp seals in a spaced apart    relationship to one another.-   783. The bitumen pellet according to any one of embodiments 748 to    778, wherein the shell is in the form of a film.-   784. The bitumen pellet according to any one of embodiments 748 to    785, the shell having a shape selected from generally spherical,    generally lozenge-like, generally cylindrical, generally discoidal,    generally tabular, generally ellipsoidal, generally flaky, generally    acicular, generally ovoidal, generally pillow shaped and any    combinations thereof.-   785. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than a quarter    inch.-   786. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than half an    inch.-   787. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than an inch.-   788. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than 2 inches.-   789. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than 3 inches.-   790. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than 4 inches.-   791. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than 5 inches.-   792. The bitumen pellet according to any one of embodiments 748 to    786, wherein the pellet has a maximal extent of less than 12 inches.-   793. The set of bitumen pellets according to embodiment 9, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.1%.-   794. The set of bitumen pellets according to embodiment 34, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.1%.-   795. The set of bitumen pellets according to embodiment 62, wherein    the solubility of the additive into bitumen at a temperature of    150° C. is less than 0.1%.-   796. The set of bitumen pellets according to embodiment 86, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 1 wt.%.-   797. The set of bitumen pellets according to embodiment 86, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.5 wt.%.-   798. The set of bitumen pellets according to embodiment 86, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.1 wt.%.-   799. The set of bitumen pellets according to embodiment 86, wherein    solubility of the additive into bitumen at a temperature of 150° C.    is less than 0.05 wt.%.-   800. The pile of bitumen pellets according to embodiment 133,    wherein solubility of the additive into bitumen at a temperature of    150° C. is less than 1 wt.%.-   801. The pile of bitumen pellets according to embodiment 133,    wherein solubility of the additive into bitumen at a temperature of    150° C. is less than 0.5 wt.%.-   802. The pile of bitumen pellets according to embodiment 133,    wherein solubility of the additive into bitumen at a temperature of    150° C. is less than 0.1 wt.%.-   803. The pile of bitumen pellets according to embodiment 133,    wherein solubility of the additive into bitumen at a temperature of    150° C. is less than 0.05 wt.%.-   804. The method according to embodiment 291, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   805. The method according to embodiment 291, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   806. The method according to embodiment 291, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   807. The method according to embodiment 291, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   808. The method according to embodiment 447, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   809. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 1    meter.-   810. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 5    meters.-   811. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 10    meters.-   812. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 20    meters.-   813. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 30    meters.-   814. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 40    meters.-   815. A method for reducing a risk of contaminating automated    unloading equipment during unloading of bitumen from a shipping    container as a result of bitumen material sticking to the unloading    equipment, the method comprising unloading a load of solid bitumen    pellets with the unloading equipment from the shipping container,    the load including at least 100 bitumen pellets having a    probability, per pellet, of failing a crush-resistance test that    does not exceed 0.25 when the height of the pellet load is of 50    meters.-   816. The method according to any one of embodiments 811 to 817,    wherein said shipping container is a maritime vessel.-   817. The method according to embodiment 818, wherein said shipping    maritime vessel is a bulk freighter.-   818. The method according to any one of embodiments 811 to 819,    wherein said unloading equipment includes a mechanized conveyor, a    clamshell scoop or mechanical bucket.-   819. The method according to embodiment 820, wherein said shipping    container includes a cargo hatch, and wherein said unloading    equipment is maneuvered through the cargo hatch of the shipping    container such as to pick up the load of pellets.-   820. The method according to any one of embodiments 811 to 819,    wherein said unloading equipment includes a conveyor belt, a    pneumatic transfer system or a gravity loading system.-   821. The method according to any one of embodiments 811 to 822, each    pellet including a mixture of bitumen and an additive operating to    increase viscosity of the mixture.-   822. The method according to embodiment 823, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   823. The method according to embodiment 823, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   824. The method according to embodiment 823, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   825. The method according to embodiment 823, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   826. The method according to embodiment 823, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   827. The method according to any one of embodiments 823 to 828,    wherein the additive includes a hydrocarbonaceous polymer.-   828. The method according to embodiment 829, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   829. The method according to embodiment 829, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA), linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   830. The method according to any of embodiments 829 to 831, wherein    the hydrocarbonaceous polymer is present in a relative quantity of    from about 1 to about 20 wt.% relative to bitumen.-   831. The method according to any of embodiments 829 to 831, wherein    the hydrocarbonaceous polymer is present in a relative quantity of    at least 10 wt.% relative to bitumen.-   832. The method according to any one of embodiments 823 to 833, each    pellet including an external shell.-   833. The method according to embodiment 834, each pellet having a    core and the shell surrounding the core.-   834. The method according to embodiment 835, wherein the shell fully    surrounds the core.-   835. The method according to embodiment 835, wherein the shell    partially surrounds the core.-   836. The method according to embodiment 835, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   837. The method according to embodiment 838, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   838. The method according to embodiment 839, wherein the shell is    harder than the core.-   839. The method according to embodiment 840, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   840. The method according to embodiment 840, wherein the shell has a    thickness less than about 5 mm.-   841. The method according to embodiment 840, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   842. The method according to embodiment 840, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   843. The method according to embodiment 840, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   844. The method according to embodiment 840, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   845. The method according to any one of embodiments 840 to 846,    wherein the shell includes an outwardly extending flash.-   846. The method according to embodiment 840, wherein the shell    includes a crimp seal.-   847. The method according to embodiment 848, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   848. The method according to embodiment 848, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   849. The method according to embodiment 850, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   850. The method according to embodiment 848, wherein the crimp seal    is substantially free of bitumen.-   851. The method according to embodiment 840, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   852. The method according to embodiment 834, wherein the shell is in    the form of a flexible film.-   853. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 1 meter.-   854. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 5 meters.-   855. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 10 meters.-   856. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 20 meters.-   857. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 30 meters.-   858. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 40 meters.-   859. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing an    impact-resistance test that does not exceed 0.25, when the dropping    height is of 50 meters.-   860. The method according to any one of embodiments 855 to 861,    wherein said shipping container is a maritime vessel.-   861. The method according to embodiment 862, wherein said shipping    maritime vessel is a bulk freighter.-   862. The method according to any one of embodiments 855 to 863,    wherein said unloading equipment includes a mechanized conveyor, a    clamshell scoop or mechanical bucket.-   863. The method according to embodiment 864, wherein said shipping    container includes a cargo hatch, and wherein said unloading    equipment is maneuvered through the cargo hatch of the shipping    container such as to pick up the load of pellets.-   864. The method according to any one of embodiments 855 to 863,    wherein said unloading equipment includes a conveyor belt, a    pneumatic transfer system, or a gravity loading system.-   865. The method according to any one of embodiments 855 to 866, each    pellet including a mixture of bitumen and an additive operating to    increase viscosity of the mixture.-   866. The method according to embodiment 867, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   867. The method according to embodiment 867, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   868. The method according to embodiment 867, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   869. The method according to embodiment 867, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   870. The method according to embodiment 867, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   871. The method according to any one of embodiments 867 to 872,    wherein the additive includes a hydrocarbonaceous polymer.-   872. The method according to embodiment 873, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   873. The method according to embodiment 873, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA), linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   874. The method according to any of embodiments 873 to 875, wherein    the hydrocarbonaceous polymer is present in a relative quantity of    from about 1 to about 20 wt.% relative to bitumen.-   875. The method according to any of embodiments 873 to 875, wherein    the hydrocarbonaceous polymer is present in a relative quantity of    at least 10 wt.% relative to bitumen.-   876. The method according to any one of embodiments 867 to 877, each    pellet including an external shell.-   877. The method according to embodiment 878, each pellet having a    core and the shell surrounding the core.-   878. The method according to embodiment 879, wherein the shell fully    surrounds the core.-   879. The method according to embodiment 879, wherein the shell    partially surrounds the core.-   880. The method according to embodiment 879, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   881. The method according to embodiment 882, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   882. The method according to embodiment 878, wherein the shell is    harder than the core.-   883. The method according to embodiment 884, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   885. The method according to embodiment 884, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   886. The method according to embodiment 884, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   887. The method according to embodiment 884, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   889. The method according to any one of embodiments 884 to 890,    wherein the shell includes an outwardly extending flash.-   890. The method according to embodiment 884, wherein the shell    includes a crimp seal.-   891. The method according to embodiment 892, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   892. The method according to embodiment 892, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   893. The method according to embodiment 894, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   894. The method according to embodiment 892, wherein the crimp seal    is substantially free of bitumen.-   895. The method according to embodiment 884, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   896. The method according to embodiment 878, wherein the shell is in    the form of a flexible film.-   897. An additive material retrieved from a solid bitumen pellet, the    additive material comprising a component operative to increase the    viscosity of bitumen when the component is admixed with the bitumen,    and the additive material further comprising bitumen material.-   898. The additive material according to embodiment 899, comprising    bitumen material in an amount not exceeding about 70 wt. % of the    additive material.-   899. The additive material according to embodiment 899, comprising    bitumen material in an amount not exceeding about 60 wt. % of the    additive material.-   900. The additive material according to embodiment 899, comprising    bitumen material in an amount not exceeding about 40 wt. % of the    additive material.-   901. The additive material according to embodiment 899, comprising    bitumen material in an amount not exceeding about 30 wt. % of the    additive material.-   902. The additive material according to any one of embodiments 899    to 903, wherein the component includes a hydrocarbonaceous polymer.-   903. The additive material according to embodiment 904, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   904. The additive material according to embodiment 904, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA), linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   905. The additive material according to any one of embodiments 899    to 906, being in the form of beads or pellets.-   906. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core,    the pellet having a burst pressure of 0.5 psi or more.-   907. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core    and having a burst pressure of 5 psi or more.-   908. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core    and having a burst pressure of 10 psi or more.-   909. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core    and having a burst pressure of 30 psi or more.-   910. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core    and having a burst pressure of 40 psi or more.-   911. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core    and having a burst pressure of 50 psi or more.-   912. A solid bitumen pellet comprising an external shell and an    internal bituminous core, the shell operating to protect the core    and having a burst pressure of 75 psi or more.-   913. The pellet according to any one of embodiments 908 to 914,    wherein the shell is harder than the core.-   914. The pellet according to embodiment 915, wherein the shell    includes an outwardly extending flash.-   915. The pellet according to embodiment 915, wherein the shell has    an outer surface including irregularities to reduce slipperiness of    the pellet.-   916. The pellet according to embodiment 915, wherein the shell    includes a crimp seal.-   917. The pellet according to embodiment 918, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   918. The pellet according to embodiment 915, wherein the shell    includes first and second crimp seals in a spaced apart relationship    to one another.-   919. The pellet according to embodiment 918, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   920. The pellet according to embodiment 921, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   921. The pellet according to embodiment 918, wherein the crimp seal    is substantially free of bitumen.-   922. The pellet according to embodiment 915, wherein the core    includes a mixture of bitumen and an additive operating to increase    viscosity of the bitumen.-   923. The pellet according to embodiment 924, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   925. The pellet according to embodiment 924, wherein the solubility    of the additive into bitumen at a temperature of 150° C. is less    than 0.5 wt.%.-   926. The pellet according to embodiment 924, wherein the solubility    of the additive into bitumen at a temperature of 150° C. is less    than 0.05 wt.%.-   927. The pellet according to embodiment 924, wherein the additive    includes a hydrocarbonaceous polymer.-   928. The pellet according to embodiment 929, wherein the    hydrocarbonaceous polymer has a melting point temperature of at    least 50° C.-   929. The pellet according to embodiment 929, wherein the    hydrocarbonaceous polymer has a melting point temperature within the    range of from about 50° C. to about 150° C.-   930. The pellet according to embodiment 929, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   931. The pellet according to embodiment 929, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA), linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   932. The pellet according to any one of embodiments 929 to 933,    wherein the hydrocarbonaceous polymer is present in the core in a    relative quantity of from about 1 wt.% to about 20 wt.% relative to    bitumen.-   933. The pellet according to any one of embodiments 929 to 933,    wherein the hydrocarbonaceous polymer is present in the core in a    relative quantity of at least 10 wt.% relative to bitumen.-   934. The pellet according to embodimeny, the shell having a shape    selected from generally spherical, generally lozenge-like, generally    cylindrical, generally discoidal, generally tabular, generally    ellipsoidal, generally flaky, generally acicular, generally ovoidal,    generally pillow shaped and any combinations thereof.-   935. The pellet according to embodiment y, wherein the shell has a    thickness less than about 5 mm.-   936. The pellet according to embodiment 915, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   937. The pellet according to embodiment 915, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   938. The pellet according to embodiment 915, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   939. The pellet according to embodiment 915, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   940. The pellet according to any one of embodiments 908 to 941,    having a maximal extent of less than a quarter inch.-   941. The pellet according to any one of embodiments 908 to 941,    having a maximal extent of less than half an inch.-   942. The pellet according to any one of embodiments 908 to 941, each    pellet having a maximal extent of less than an inch.-   943. The pellet according to any one of embodiments 908 to 941, each    pellet having a maximal extent of less than 2 inches.-   944. The pellet according to any one of embodiments 908 to 941,    having a maximal extent of less than 3 inches.-   945. The pellet according to any one of embodiments 908 to 941,    having a maximal extent of less than 4 inches.-   946. The pellet according to any one of embodiments 908 to 941,    having a maximal extent of less than 5 inches.-   947. The pellet according to any one of embodiments 908 to 941,    having a maximal extent of less than 12 inches.-   948. A method of making a solid bitumen pellet, the method    comprising mixing bitumen with an additive material, the additive    material including a component operative to increase the viscosity    of bitumen when the component is admixed with the bitumen, and the    additive material further including bitumen material.-   949. The method according to embodiment 950, said additive including    bitumen material in an amount not exceeding 70 wt.% of additive    material.-   950. The method according to embodiment 950, said additive including    bitumen material in an amount not exceeding 60 wt.% of additive    material.-   951. The method according to embodiment 950, said additive including    bitumen material in an amount not exceeding 40 wt.% of additive    material.-   952. The method according to embodiment 950, said additive including    bitumen material in an amount not exceeding 30 wt.% of additive    material.-   953. The method according to any one of embodiments 950 to 954,    wherein a solubility of the additive into bitumen at a temperature    of 150° C. is less than 5 wt.%.-   954. The method according to embodiment 955, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   955. The method according to embodiment 955, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   956. The method according to embodiment 955, wherein a solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   957. The method according to any one of embodiments 950 to 958,    wherein the additive includes a hydrocarbonaceous polymer.-   958. The method according to embodiment 959, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   959. The method according to embodiment 959, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA) linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   960. The method according to embodiment 959, wherein the    hydrocarbonaceous polymer is present in a relative quantity of from    about 1 wt.% to about 20 wt.% relative to bitumen.-   961. The method according to embodiment 962, wherein the    hydrocarbonaceous polymer is present in a relative quantity of at    least 10 wt.% relative to bitumen.-   962. The method according to embodiment 959, the method including    heating the bitumen and the polymer such that the polymer liquefies,    and mixing when the polymer is in liquid state.-   963. The method according to embodiment 964, wherein said heating is    performed to a temperature in the range of from about 50° C. and    about 150° C.-   964. The method according to embodiment 964, the method including    extruding the mixture.-   965. The method according to embodiment 964, the method including    molding the mixture.-   966. The method according to embodiment 964, the method including    forming a shell around a core made of the mixture.-   967. The method according to embodiment 968, wherein the    hydrocarbonaceous polymer is a first hydrocarbonaceous polymer, the    method including co-extruding the mixture with a material including    a second hydrocarbonaceous polymer to form the shell.-   968. The method according to embodiment 968, the method including    spraying the mixture with a material which upon solidification forms    the shell.-   969. The method according to embodiment 968, the method including    enclosing the mixture into a container forming the shell.-   970. The method according to embodiment 971, the method including    extruding the container and filling the container with the mixture.-   971. The method according to embodiment 972, the method including    sealing the container that is filled with the mixture.-   972. The method according to embodiment 973, the method being a    blow-fill-seal process.-   973. The method according to embodiment 971, the method including    providing material in sheet form and forming the container from the    material in sheet form around the core.-   974. The method according to embodiment 975, the method including    forming a tube from the sheet material and depositing the core into    the tube.-   975. The method according to embodiment 976, the method including    sealing longitudinal edges of the sheet material to form a crimp    seal extending longitudinally on the tube.-   976. The method according to embodiment 976, the method including    making spaced apart crimp seals to close the tube.-   977. The method according to embodiment 978, the method being a    fill-form-seal process.-   978. The method according to embodiment 975, the method including    providing opposing sheets and sealing the opposing sheets to each    other to enclose the core between the sheets.-   979. The method according to any one of embodiments 950, wherein the    pellet includes an external shell.-   980. The method according to embodiment 981, wherein the pellet has    a core and the shell surrounds the core.-   981. The method according to embodiment 982, wherein the shell fully    surrounds the core.-   982. The method according to embodiment 982, wherein the shell    partially surrounds the core.-   983. The method according to embodiment 982, wherein the pellet    includes an internal pressure which is above ambient pressure,    wherein the shell is hermetically sealed to maintain the internal    pressure of the pellet.-   984. The method according to embodiment 985, wherein the internal    pressure is above ambient pressure by an amount up to about 15 psi.-   985. The method according to embodiment 982, wherein the shell    includes an outwardly extending flash.-   986. The method according to embodiment 982, wherein the shell is    harder than the core.-   987. The method according to embodiment 988, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   988. The method according to embodiment 988, wherein the shell has a    thickness less than about 5 mm.-   989. The method according to embodiment 988, wherein the shell has a    thickness within the range of from about 10 µm to about 4.5 mm.-   990. The method according to embodiment 988, wherein the shell has a    thickness within the range of from about 20 µm to about 3 mm.-   991. The method according to embodiment 988, wherein the shell has a    thickness within the range of from about 20 µm to about 2 mm.-   992. The method according to embodiment 988, wherein the shell has a    thickness within the range of from about 20 µm to about 1 mm.-   993. The method according to embodiment 982, wherein the shell    includes a crimp seal.-   994. The method according to embodiment 995, wherein the crimp seal    extends transversally to a longitudinal axis of the pellet.-   995. The method according to embodiment 995, wherein the crimp seal    extends along a longitudinal axis of the pellet.-   996. The method according to embodiment 997, wherein the crimp seal    is formed by thermally sealing to each other opposing walls of the    shell.-   997. The method according to embodiment 995, wherein the crimp seal    is substantially free of bitumen.-   998. The method according to embodiment 982, wherein the shell    includes first and second crimp seals, in opposing relationship.-   999. The method according to embodiment 973, the method including    enclosing the container in a second container.-   1000. The method according to embodiment 1001, the method including    sealing the second container forming nested containers.-   1001. The method according to embodiment 465, the method including    enclosing the container in a second container.-   1002. The method according to embodiment 1003, the method including    sealing the second container forming nested containers.-   1003. The method according to embodiment 612, wherein said bitumen    includes droplets of said material, the method including inducing    coalescence of said droplets and removing the material by gravity    separation.-   1004. The method according to embodiment 657, wherein said bitumen    includes droplets of said material, the method including inducing    coalescence of said droplets and removing the material by gravity    separation.-   1005. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 1 meter.-   1006. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 5 meters.-   1007. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 10 meters.-   1008. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 20 meters.-   1009. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 30 meters.-   1010. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 40 meters.-   1011. A method for unloading of bitumen from a shipping container,    the method comprising unloading a load of solid bitumen pellets with    automated unloading equipment from the shipping container and    accumulating the pellets on a heap, the load including at least 100    bitumen pellets having a probability, per pellet, of failing a    crush-resistance test that does not exceed 0.25, when subjected to a    load of pellets having a height of 50 meters.-   1012. The method according to any one of embodiments 1007 to 1013,    wherein said shipping container is a maritime vessel.-   1013. The method according to embodiment 1014, wherein said shipping    maritime vessel is a bulk freighter.-   1014. The method according to any one of embodiments 1007 to 1015,    wherein said unloading equipment includes a mechanized conveyor, a    clamshell scoop or mechanical bucket.-   1015. The method according to embodiment 1016, wherein said shipping    container includes a cargo hatch, and wherein said unloading    equipment is maneuvered through the cargo hatch of the shipping    container such as to pick up the load of pellets.-   1016. The method according to any one of embodiments 1007 to 1015,    wherein said unloading equipment includes a conveyor belt, a    pneumatic transfer system, or a gravity loading system.-   1017. The method according to any one of embodiments 1007 to 1018,    each pellet including a mixture of bitumen and an additive operating    to increase viscosity of the mixture.-   1018. The method according to embodiment 1019, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 5    wt.%.-   1019. The method according to embodiment 1019, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than 1    wt.%.-   1020. The method according to embodiment 1019, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.5 wt.%.-   1021. The method according to embodiment 1019, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.1 wt.%.-   1022. The method according to embodiment 1019, wherein solubility of    the additive into bitumen at a temperature of 150° C. is less than    0.05 wt.%.-   1023. The method according to any one of embodiments 1019 to 1024,    wherein the additive includes a hydrocarbonaceous polymer.-   1024. The method according to embodiment 1025, wherein the    hydrocarbonaceous polymer includes a polyethylene.-   1025. The method according to embodiment 1025, wherein the    hydrocarbonaceous polymer includes high density polyethylene (HDPE),    polypropylene (PP), polyethylene-co-vinyl acetate (PEVA), linear    low-density polyethylene (LLDPE), low-density polyethylene (LDPE),    or any combinations thereof.-   1026. The method according to any of embodiments 1025 to 1027,    wherein the hydrocarbonaceous polymer is present in a relative    quantity of from about 1 to about 20 wt.% relative to bitumen.-   1027. The method according to any of embodiments 1025 to 1027,    wherein the hydrocarbonaceous polymer is present in a relative    quantity of at least 10 wt.% relative to bitumen.-   1028. The method according to any one of embodiments 1019 to 1029,    each pellet including an external shell.-   1029. The method according to embodiment 1030, each pellet having a    core and the shell surrounding the core.-   1030. The method according to embodiment 1031, wherein the shell    fully surrounds the core.-   1031. The method according to embodiment 1031, wherein the shell    partially surrounds the core.-   1032. The method according to embodiment 1031, each pellet including    an internal pressure which is above ambient pressure, wherein the    shell is hermetically sealed to maintain the internal pressure of    the pellet.-   1033. The method according to embodiment 1034, wherein the internal    pressure is above ambient pressure by an amount up to 15 psi.-   1034. The method according to embodiment 1030, wherein the shell is    harder than the core.-   1035. The method according to embodiment 1036, the shell having a    shape selected from generally spherical, generally lozenge-like,    generally cylindrical, generally discoidal, generally tabular,    generally ellipsoidal, generally flaky, generally acicular,    generally ovoidal, generally pillow shaped and any combinations    thereof.-   1036. The method according to embodiment 1036, wherein the shell has    a thickness less than about 5 mm.-   1037. The method according to embodiment 1036, wherein the shell has    a thickness within the range of from about 10 µm to about 4.5 mm.-   1038. The method according to embodiment 1036, wherein the shell has    a thickness within the range of from about 20 µm to about 3 mm.-   1039. The method according to embodiment 1036, wherein the shell has    a thickness within the range of from about 20 µm to about 2 mm.-   1040. The method according to embodiment 1036, wherein the shell has    a thickness within the range of from about 20 µm to about 1 mm.-   1041. The method according to any one of embodiments 1036 to 1042,    wherein the shell includes an outwardly extending flash.-   1042. The method according to embodiment 1036, wherein the shell    includes a crimp seal.-   1043. The method according to embodiment 1044, wherein the crimp    seal extends transversally to a longitudinal axis of the pellet.-   1044. The method according to embodiment 1044, wherein the crimp    seal extends along a longitudinal axis of the pellet.-   1045. The method according to embodiment 1046, wherein the crimp    seal is formed by thermally sealing to each other opposing walls of    the shell.-   1046. The method according to embodiment 1044, wherein the crimp    seal is substantially free of bitumen.-   1047. The method according to embodiment 1036, wherein the shell    includes first and second crimp seals which are in a spaced apart    relationship to one another.-   1048. The method according to embodiment 1030, wherein the shell is    in the form of a flexible film.-   1049. The set of bitumen pellets according to embodiment 21, wherein    the pellet includes a nested shell configuration including an    internal shell and the external shell.-   1050. The set of bitumen pellets according to embodiment 74, wherein    the pellet includes a nested shell configuration including an    internal shell and the external shell.-   1051. The pile of bitumen pellets according to embodiment 121, each    pellet including a nested shell configuration including an internal    shell and the external shell.-   1052. The bitumen pellet according to embodiment 163, wherein the    pellet includes a nested shell configuration including an internal    shell and the external shell.-   1053. The bitumen pellet according to embodiment 212, wherein the    pellet includes a nested shell configuration including an internal    shell and the external shell.-   1054. The method according to embodiment 267, wherein each pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1055. The method according to embodiment 298, wherein each pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1056. The method according to embodiment 341, wherein each pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1057. The method according to embodiment 383, wherein each pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1058. The method according to embodiment 426, wherein each pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1059. The method according to embodiment 474, wherein the pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1060. The method according to embodiment 533, wherein the pellet    includes a nested shell configuration including an internal shell    and the external shell.-   1061. The set of bitumen pellets according to any one of embodiments    1 to 53, 795 and 796, wherein the probability of failing the    crush-resistance test per pellet does not exceed 0.20.-   1062. The set of bitumen pellets according to any one of embodiments    1 to 53, 795 and 796, wherein the probability of failing the    crush-resistance test per pellet does not exceed 0.15.-   1063. The set of bitumen pellets according to any one of embodiments    1 to 53, 795 and 796, wherein the probability of failing the    crush-resistance test per pellet does not exceed 0.10.-   1064. The set of bitumen pellets according to any one of embodiments    54 to 103 and 797 to 801, wherein the probability of failing the    impact-resistance test per pellet does not exceed 0.20.-   1065. The set of bitumen pellets according to any one of embodiments    54 to 103 and 797 to 801, wherein the probability of failing the    impact-resistance test per pellet does not exceed 0.15.-   1066. The set of bitumen pellets according to any one of embodiments    54 to 103 and 797 to 801, wherein the probability of failing the    impact-resistance test per pellet does not exceed 0.10.-   1067. The method according to any one of embodiments 251 to 286,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.20.-   1068. The method according to any one of embodiments 251 to 286,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.15.-   1069. The method according to any one of embodiments 251 to 286,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.10.-   1070. The method according to any one of embodiments 287 to 317 and    806 to 809, wherein the probability of failing the impact-resistance    test per pellet does not exceed 0.20.-   1071. The method according to any one of embodiments 287 to 317 and    806 to 809, wherein the probability of failing the impact-resistance    test per pellet does not exceed 0.15.-   1072. The method according to any one of embodiments 287 to 317 and    806 to 809, wherein the probability of failing the impact-resistance    test per pellet does not exceed 0.10.-   1073. The method according to any one of embodiments 318 to 360,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.20.-   1074. The method according to any one of embodiments 318 to 360,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.15.-   1075. The method according to any one of embodiments 318 to 360,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.10.-   1076. The method according to any one of embodiments 361 to 402,    wherein the probability of failing the impact-resistance test per    pellet does not exceed 0.20.-   1077. The method according to any one of embodiments 361 to 402,    wherein the probability of failing the impact-resistance test per    pellet does not exceed 0.15.-   1078. The method according to any one of embodiments 361 to 402,    wherein the probability of failing the impact-resistance test per    pellet does not exceed 0.10.-   1079. The method according to any one of embodiments 403 to 446,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.20.-   1080. The method according to any one of embodiments 403 to 446,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.15.-   1081. The method according to any one of embodiments 403 to 446,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.10.-   1082. Method according to any one of embodiments 811 to 854, wherein    the probability of failing the crush-resistance test per pellet does    not exceed 0.20.-   1083. Method according to any one of embodiments 811 to 854, wherein    the probability of failing the crush-resistance test per pellet does    not exceed 0.15.-   1084. Method according to any one of embodiments 811 to 854, wherein    the probability of failing the crush-resistance test per pellet does    not exceed 0.10.-   1085. Method according to any one of embodiments 855 to 898, wherein    the probability of failing the impact-resistance test per pellet    does not exceed 0.20.-   1086. Method according to any one of embodiments 855 to 898, wherein    the probability of failing the impact-resistance test per pellet    does not exceed 0.15.-   1087. Method according to any one of embodiments 855 to 898, wherein    the probability of failing the impact-resistance test per pellet    does not exceed 0.10.-   1088. Method according to any one of embodiments 1007 to 1050,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.20.-   1089. Method according to any one of embodiments 1007 to 1050,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.15.-   1090. Method according to any one of embodiments 1007 to 1050,    wherein the probability of failing the crush-resistance test per    pellet does not exceed 0.10.

All features of embodiments, which are described in this disclosure, arenot mutually exclusive, and could be combined with one another. Elementsof one embodiment can be utilized in the other embodiments withoutfurther mention. Other aspects and features of the present inventionwill become apparent to those ordinarily skilled in the art upon reviewof the following description of specific embodiments in conjunction withthe accompanying Figures.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings show exemplary embodiments of the presentinvention, in which:

FIG. 1 shows a generalized flow chart of a method for handling bitumenin accordance with an embodiment of the present disclosure;

FIG. 2 is a variant of FIG. 1 , which includes the additional step ofapplying a shell on the pellets;

FIG. 3 is a specific embodiment of the method illustrated in FIG. 1 andFIG. 2 ;

FIG. 4 is another specific embodiment of the method illustrated in FIG.1 and FIG. 2 ;

FIG. 5 is yet another specific embodiment of the method illustrated inFIG. 1 and FIG. 2 ;

FIG. 6 is yet another specific embodiment of the method shown in FIG. 1and FIG. 2 ;

FIG. 7 is yet another specific embodiment of the method shown in FIG. 1and FIG. 2 ;

FIG. 8 is a specific example of operations that can be used to performthe step of increasing the viscosity of bitumen of the methods of FIG. 4to FIG. 6 ;

FIG. 9 shows a flow chart of a general method of handling andtransporting bitumen in accordance with an embodiment of the presentdisclosure;

FIG. 10 is a specific example of implementation of the generalizedmethod of FIG. 9 ;

FIG. 11 shows a general infrastructure for implementing the method ofFIG. 10 , where the transportation link is over land;

FIG. 12 is a variant of FIG. 11 , where the transportation link is overwater;

FIG. 13 is a variant of FIG. 11 , where the transportation link is overland and water;

FIG. 14A shows a cross-section of a bitumen pellet with a shell inaccordance with an embodiment of the present disclosure;

FIG. 14B is a variant of FIG. 14A, where the shell is non-uniform interms of variable thickness;

FIG. 14C is a variant of FIG. 14A, which includes pores in the shell;

FIG. 14D is a variant of FIG. 14C, which includes an additional surfacecoating to seal the pores open at the surface.

FIG. 15 is a schematic view of an apparatus for performing thepelletizing process step of FIG. 10 ;

FIG. 16 shows a variant of the apparatus illustrated at FIG. 15 ;

FIG. 17 a schematic view of an apparatus for performing the pelletizingstep and also the step of applying a shell of the method of FIG. 10 ;

FIG. 18 is a variant of the apparatus shown in FIG. 17 , where the shellis applied by spraying;

FIG. 19 is another variant of FIG. 17 , where the shell is applied byencapsulating the bitumen core between polymeric films;

FIG. 20 is yet another variant of FIG. 15 , where the shell is appliedby bagging the bitumen cores in individual pouches of polymericmaterial;

FIG. 21 is a flow chart of a general method of storing bitumen pelletsin accordance with an embodiment of the present disclosure;

FIG. 22 is a flow chart of a general method of storing bitumen pelletsin accordance with another embodiment of the present disclosure;

FIG. 23 is a high-level flow chart of a method of recovering the bitumenfrom bitumen pellets in accordance with an embodiment of the presentdisclosure;

FIG. 24 is a flowchart that details the step in FIG. 23 of recoveringthe bitumen from the pellets;

FIG. 25 is a flow chart of variant of the method in FIG. 24 ;

FIG. 26 is a schematic view of an apparatus for implementing the methodof FIG. 23 ;

FIG. 27 is a schematic view of an apparatus for implementing the methodof FIG. 24 ;

FIG. 28 is a schematic view of an apparatus for implementing the methodof FIG. 25 ;

FIG. 29 is a flowchart another specific embodiment of the methodillustrated at FIG. 9 ;

FIG. 30 shows an implementation of a process for loading /unloadingbitumen pellets using conventional equipment for handling material inbulk, in accordance with an embodiment of the present disclosure;

FIG. 31 is a variant of FIG. 30 ;

FIG. 32 is another variant of FIG. 30 ;

FIG. 33 is yet another variant of FIG. 30 ;

FIG. 34 is yet another variant of FIG. 30 ;

FIG. 35 shows a railcar for transporting bitumen pellets including aprotective liner;

FIG. 36 shows a railcar for transporting solidified bitumen pellets witha temperature monitoring system;

FIG. 37 shows a railcar for transporting bitumen pellets with a coolingsystem to cool the railcar;

FIG. 38 shows a microscopic image of the cross section of the bottomphase of a 5% polymer in bitumen mixture after 30 minutes of settling at100° C.;

FIG. 39 shows a graph plotting the boiling point distribution of theoriginal bitumen and bitumen in polymer phase - corrected;

FIGS. 40A and 40B show microscopic images of emulsified polymer droplets(lighter color) in bitumen (darker background) at a polymer content of0.5 wt.% as prepared sample (FIG. 40A), and sample after passing throughthe rolled screen packing at 120° C. (FIG. 40B);

FIG. 41 shows a graph plotting the boiling point distribution of theoriginal bitumen and polymer phase (30 wt.% polymer) - corrected;

FIG. 42A, FIG. 42B and FIG. 42C each show a schematic diagram ofpatterns for layers of cylinders set adjacent to one another toillustrate how shapes affect the fill volume of a container;

FIG. 43 shows a flow chart of a general method of applying a shell byusing a blow-molding process, where the blow molding is performed usingliquid bitumen to expand a parison;

FIG. 44 shows a variant of the method of FIG. 43 , where the blowmolding is performed using pressurised gas to expand a parison;

FIG. 45 is a vertical cross-sectional view of a blow-molding system,where the open mold receives a parison from an extruder head;

FIG. 46 shows the blow-molding system of FIG. 45 closed, where theparison bottom portion is pinched between two mold halves;

FIG. 47 shows the blow-molding system of FIG. 46 , where pressurised gasis injected into the molten parison such that the parison is expandedagainst the internal mold surface;

FIG. 48 shows the closed mold of FIG. 46 , where liquid bitumen (orbitumen / additive mixture) is injected into the shaped parison;

FIG. 49A and FIG. 49B shows how the shell of FIG. 47 or FIG. 48 isclosed to prevent the bitumen from leaking out;

FIG. 50 shows a cross section of a pellet with a shell as obtained withthe method of FIG. 43 or FIG. 44 ;

FIG. 51 shows a variant of FIG. 50 , where the pellet has an internalweb structure, which essentially partitions the internal space in theshell in 2 or more compartments;

FIG. 52 a flow chart of a method for creating a shell by aform-fill-seal process which uses a polymer sheet like material unwoundfrom a roll, instead of directly extruding the polymer into the moldcavity at each molding cycle;

FIG. 53 is a perspective view of a form-fill-seal system using a polymersheet to form the pellet shell;

FIG. 54 is a perspective view of the pellet with a shell as obtainedwith the method of FIG. 52 and the apparatus of FIG. 53 ;

FIG. 55 is a schematic view of a system for making pellets using vacuumassist rolls to mold polymeric sheets in order to form the pelletshells;

FIG. 56 is a schematic view of a test setup for performing acrush-resistance test;

FIG. 57 is a schematic view of a variant of an apparatus forimplementing the method of FIG. 25 ;

FIG. 58A and FIG. 58B show a specific practical implementation of thegeneral infrastructure 1100 c of FIG. 13 .

In the drawings, embodiments are illustrated by way of example. It is tobe expressly understood that the description and drawings are only forthe purpose of illustrating certain embodiments and are an aid forunderstanding. They are not intended to be a definition of the limits ofthe invention.

DETAILED DESCRIPTION

Illustrative embodiments of the invention will now be more particularlydescribed. The same features are denoted in all figures by the samereference signs.

Reversibly Solidifying Bitumen

FIG. 1 is a flow chart of a general method 100 of handling bitumen inaccordance with an embodiment of the present disclosure. The method 100includes a step 10 of providing viscid bitumen. The viscid bitumen isthen pelletized in a step 20, thus producing solid bitumen pellets (or“particles”). At step 90, the bitumen from the pellets is retrieved byprocessing the pellets to revert them into a coherent mass of bitumen.In other words, the method 100 allows the reversible solidification ofbitumen, which is illustrated by the arrow returning from step 90 tostep 10.

For the purpose of this specification, “bitumen” refers to crude oilthat is intended to be processed in a downstream refinery where it isseparated into high-value fractions. For more clarity; “bitumen”encompasses both heavy crude feedstock and also upgraded crude oil.Without intent of being bound by a particular definition of what“upgrading” means, that process is generally understood in the industryto involve processing of the heavy crude feedstock to improve itsquality. Examples of steps that may be involved in an upgradingoperation, include:

-   a) Removal of water, sand, physical waste and lighter products;-   b) Viscosity reduction to increase flowability, such as by dilution    with one or more lighter petroleum products (Dilbit, Synbit);-   c) Catalytic purification by hydrodemetallisation (HDM),    hydrodesulfurization (HDS) and hydrodenitrogenation (HDN);-   d) Hydrogenation through carbon rejection or catalytic hydrocracking    (HCR)-   e) Conversion of heavy portion of the bitumen into lighter    hydrocarbons through fractionation, distillation and/or cracking;-   f) Blending the different fractions to produce the desired synthetic    crude oil specification;-   g) Processes performed for the purpose of transportation such as    visbreaking, solvent deasphalting (SDA), hydrotreating, thermal    cracking and olefin alkylation.

A specific example of crude oil, which can be processed with the methodsand devices, disclosed herein, is crude oil extracted from oil sands.

For the purpose of this specification the expression “viscid bitumen”refers to bitumen, which has a density generally in the range between 8to 17 degrees API. As used herein, API degrees refers to the AmericanPetroleum Institute gravity, or API gravity, which is understood asbeing a measure of how heavy or light a petroleum liquid is compared towater: if its API gravity is greater than 10, it is lighter and floatson water; if less than 10, it is heavier and sinks. API gravity is thusan inverse measure of a given petroleum liquid’s density relative tothat of water (also known as specific gravity). It is used to comparedensities of petroleum liquids. For example, if one petroleum liquid isless dense than another, it has a greater API gravity.

For the purpose of this specification the expression “solidifying” meansconferring to the bitumen, characteristics such that the bitumen behavespractically as a solid mass. For clarity, “solidifying” does not imply achange of phase between a liquid phase and a solid phase, as it istraditionally understood in science. A “solid” bitumen pellet is furtherdefined as a bituminous structure that does not flow to take the shapeof a container and that also manifests a structural integrity (i.e.resist being torn apart) in the course of handling with mechanizeddry-bulk processing equipment or also during transport in bulk.

Generally speaking, several options exist to solidify bitumen. A firstoption is to solidify bitumen by increasing its viscosity to the pointat which it behaves as a solid. That can be achieved by incorporatinginto the bitumen an additive, which creates a mixture that has asignificantly higher viscosity than the bitumen without the additive.For example, when a lump of that mixture, at room temperature, is placedon a solid surface, the lump is self-standing and retains its shape. Inother words, the bitumen mixture would not flow and spread on thesurface as bitumen without the additive normally would. Furthermore, thesolidified bitumen constitutes a structure that resists deformation whensubjected to an external load.

Lowering the temperature of the bitumen can also assist in increasingthe viscosity of the bitumen. That approach may be useful inapplications where the bitumen will constantly remain at lowtemperatures, hence its fluidity characteristics will be similar tothose of a solid.

A second option to solidify bitumen is to encase it into a shell. Theshell constitutes a mechanism to retain the bitumen such that it wouldnot flow out. The shell can be a hard crust, which constitutes astructure that resists deformation when subjected to an external load.Alternatively, the shell can be a softshell, which has a sufficienttensile strength to retain its integrity even when subjected to externalloading.

The different options to solidify bitumen outlined above have respectiveadvantages and drawbacks that need to be taken into considerationdepending on the specific practical application of the solidificationmethod. When the practical application is to solidify the bitumen suchthat it is suitable for transport at a remote location, the secondoption is preferred since the shell creates a non-stick externalsurface. In this fashion, when the bitumen is pelletized, the pelletswill not stick to each other and/or to surfaces of transportationcontainers and can be handled with conventional mechanized equipmentused for loading or unloading commodities in bulk.

In a most preferred example of implementation, the first and the secondoptions are combined. A solid pellet is provided having a core, which isa mixture of bitumen and an additive that increases the viscosity of themixture. In the case where the core is hard enough so as to minimize itsmobility in case of shell failure and spillage, however, it is not hardenough to resist deformation when subjected to the external load exertedon the pellet during the course of various stages of handling / storage/ transport, the core is preferably provided with a shell providing inaddition to a non-stick surface, increased crush resistance, impactresistance and abrasion resistance. Alternatively, in the case where thecore is hard enough so as to minimize its mobility in case of shellfailure and spillage, and is hard enough to resist substantial /irreversible deformation when subjected to the external load exerted onthe pellet during the course of various stages of handling / storage /transport, the core can be provided with a soft shell, which provides anon-stick surface and is also resistant to abrasion or diffusion ofbitumen in order to minimize exposure of the core.

Advantageously, pelletized bitumen according to the present disclosuremay present one or more characteristics, which facilitate the handling(e.g., loading / unloading), transport and/or storage of bitumen. Forexample, loading pelletized bitumen in train railcars, containers,freighters or trucks can be performed with pelletized or granularcommodity material loading systems such as but without being limited toconveyor belts, conventional pneumatic transfer systems, conventionalgravity loading systems, mechanical spreaders, and the like.

Alternatively or additionally, transporting pelletized bitumen does notrequire any diluent, thus saving on diluent costs and moving morebitumen on a volume basis. It is easier to recover in case of spill, aspicking up pelletized bitumen is easier than recovering liquid bitumen.Further, transportation over rails does not need special tank cars -existing conventional cargo railcars, such as gondola, hopper railcarsor intermodal containers, can be used, thereby avoiding the need forexpensive tank car upgrades. Further, maritime transportation would notrequire double-hull tankers - instead, the pelletized bitumen can betransported using bulk freighters.

Alternatively or additionally, storage of pelletized bitumen does notrequire storing in expensive heated bitumen storage tanks, and insteadmay be simply stored in storage silos or outdoors with minimal weatherprotection measures and/or containment measures, as a function of, forexample, pelletized bitumen characteristics such as pellethydrophobicity, pellet crush resistance and the like.

Applying a Shell

FIG. 2 shows the steps of a method 200, which is a specific example ofthe general method 100 of FIG. 1 , characterized by the optional step 30of applying a shell on the pellets, thus obtaining bitumen pellets witha shell. Likewise, the method 200 allows the reversible solidificationof bitumen. Examples of methods for applying the shell includeco-extrusion, spraying, dipping, blow molding, form-fill-sealing, andinjection molding stretch wrapping and shrink-wrapping, which will bedescribed further later in this text.

Advantageously, applying a shell on pelletized bitumen may conferenhanced structural strength to the pellets, thus allowing one to use aless viscous mixture in the pellet core, while still retaining theoverall structural integrity of the pellet. In other words, while lessviscous mixture on its own may not behave practically as a solid,applying a shell onto less viscous mixture confers sufficient structuralstrength to the resulting pellets so that it behaves as a solid.

Alternatively or additionally, applying a shell on pelletized bitumenmay affect the adhesion properties of the bitumen pellet, such asreducing pellet self-adhesion (e.g., thus avoiding or minimizing theformation of difficult-to-handle bitumen cakes) and/or minimize adhesionof foreign materials to the pellet and/or minimize adhesion of thepellet to equipment.

Alternatively or additionally, the shell applied on pelletized bitumenwould act as an oxygen barrier increasing the resistance of the bitumento deterioration as a result of oxidation.

The external shell can be crust-like or flexible but having sufficienttensile strength such as to prevent exposure of the core duringhandling/transport of the pellet. Preferably, the shell completelyencloses the bitumen core. It is also possible to use a shell, whichonly partially encloses the bitumen core.

Alternatively or additionally, applying a shell on pelletized bitumenmay confer an increased hydrophobicity (water resistance) to the bitumenpellet, thus allowing for example storage of pellets in outdoor settingswithout dissolution of bitumen into nature when exposed to water.Advantageously, the increased hydrophobicity of the bitumen pellet mayalso minimize or prevent water intake when the pellets are exposed towater, thus preserving the bitumen quality. Advantageously, theincreased hydrophobicity of the bitumen pellet may minimize or preventwater intake in case of spill in water, thus reduce dissolution of somecomponents of bitumen in water and possible breakdown of bitumen and itsdispersion on the surface of the body of water. Advantageously, theincreased hydrophobicity of the bitumen pellet may minimize or preventadherence of particles (such as debris) to the pellets in case of spillin water, thus preserving buoyancy. Accordingly, bitumen pellets with ashell would retain their buoyancy over a significant time period, ifdropped into water.

Alternatively or additionally, applying a shell on pelletized bitumenmay confer an increased resistance to UV light deterioration of thebitumen, for example, by the addition of one or more UV light barriercompound to the shell. Advantageously, the addition of one or more UVlight barrier compound to the shell may allow one to store thepelletized bitumen in an outdoor setting with minimal protection from UVlight while minimizing or preventing photochemical induced damage to thebitumen.

Alternatively or additionally, applying a shell on pelletized bitumenmay allow incorporating one or more color signals to the bitumen pelletby addition of the one or more color signals to the shell.Advantageously, the addition of one or more color signals to the pelletallows one of skill to make visually discernible a particular physicalproperty of the bitumen. For instance, the bitumen pellets may have acolor signal on at least a portion of the pellet surface whichcorrelates with particular physical property of the bitumen, such as butwithout being limited to a percentage of asphaltenes, diluent, and/orsolids found in the pellets; the range of ignition, flash point, and/ormelting temperature of the pellets; and the like. As such, the colorsignal may be used to convey grading of properties / risks associatedwith particular bitumen / additive products. Advantageously, the use ofa color signal may make the pellets more visible and facilitate recoveryin case of a spill in dense vegetation, marine environment or in snow.Advantageously, the use of a color signal may convey trademark /ownership information.

Note that while FIG. 2 shows the step of application of the shell 30 asfollowing the pelletization step 20, that illustration is intended todemonstrate only one possible sequence of events. As it will bediscussed later, methods for making the bitumen pellets may use theillustrated sequence where pellets are formed first and a shell isapplied on the existing pellets. Methods are also discussed where theshell is formed first and the bitumen pellets come into existence onlywhen bitumen is placed into the shells. Finally, it is possible to usemethods where both the pellets and the shell are formed at the sametime, in which case steps 20 and 30 would be performed simultaneously.

Pelletizing Step

FIGS. 3-7 each show a specific embodiment for the pelletizing step 20 ofmethod 100 of FIG. 1 .

FIG. 3 describes a method 300 where the step 20 of pelletizing thebitumen includes a step 48 of increasing the viscosity of the bitumenfollowed by a step 40 of extruding the bitumen to obtain bitumen pelletshaving a predetermined shape. For example, the extruding step can beimplemented in an extruder functioning in an intermittent fashion orthere can be a gate mechanism at an outlet of the extruder thattemporarily closes the outlet thereof, thus producing discrete pellets.Specifically, pellets with a predetermined shape may be produced byextrusion through a rotating die thus producing discreet droplets thatsolidify upon cooling, extrusion of a continuous stream that is cooledand solidified in the extruder and is then cut or formed into discreetpieces at the outlet, or injection of the hot mix into dies followed bycooling and release of the formed pellets.

The method 300 then includes a step 52 of cooling the bitumen, whichsolidifies it, thereby retaining the predetermined shape of the extrudedbitumen. Optionally, the method includes applying a shell on the pelletsin step 30. In FIG. 3 , steps 48, 40, 52 and 30 collectively constitutean example of a bitumen solidification/pelletization operation.

Referring to FIG. 4 , there is shown a method 400 where the step 20 ofpelletizing the bitumen includes a step 48 of increasing the viscosityof the bitumen followed by a step 50 of forming a layer of bitumen,which can be performed by laying the bitumen material over a flatsurface to create a layer of generally constant thickness. The method400 then includes the step 52 of cooling the bitumen layer, thusobtaining a substantially solid bitumen layer. The solidified bitumen isthen separated into discrete pellets having a predetermined shape in astep 54. Optionally, the method further includes applying the shell onthe individual pellets in step 30. In FIG. 4 , steps 48, 50, 52, 54 and30, collectively constitute a different example of a bitumensolidification/pelletization operation.

Referring to FIG. 5 , there is shown a method 500 where the step 20 ofpelletizing the bitumen includes step 48 of increasing the viscosity ofthe bitumen followed by molding the bitumen into discrete pellets atstep 60, then cooling the pellets at step 52 to solidify them. Themolded pellets are then demolded in a step 62. Optionally, the methodfurther includes applying the shell on the pellets in step 30. In FIG. 5, the steps 48, 60, 52, 62 and 30 constitute yet another example of abitumen solidification/pelletization operation.

Referring to FIG. 6 , there is shown a method 600 where the step 20 ofpelletizing the bitumen includes step 48 of increasing the viscosity ofthe bitumen followed by producing lumps of bitumen at step 72 andcooling the lumps by putting them in a bath of cooling fluid. Forexample, the cooling fluid can be water or another liquid.Alternatively, the cooling fluid can be a gaseous stream. Optionally,the pellets are transported to a remote location in a step 74 using thecooling fluid as a carrier. FIG. 6 is an example of asolidification/pelletization operation where no shell is applied to thebitumen pellets. In that example, steps 48 and 72 collectively form thesolidification/pelletization operation.

Referring to FIG. 7 , there is shown a method 700 where thesolidification/pelletization operation is modulated according to theenvironment in which the bitumen pellets will ultimately be used. Step20 of pelletizing the bitumen includes determining the expectedtransportation or storage temperature of the pelletized bitumen at step80. The method 700 then includes a step 82 of pelletizing the bitumensuch that its viscosity will be within a desired range, selectedaccording to the expected transportation or storage temperature.Optionally, the method further includes applying a shell on the pelletsin step 30. The reader will readily understand that the step 82 may makeuse of any one of the herein described step 20 of pelletizing bitumenwith the specific addition of a step of adjusting the viscosity to avalue which is suitable for maintaining the structural integrity of thepellets at the expected transportation or storage temperature.

Referring to FIG. 8 , there is shown an example of implementation ofstep 48 in FIGS. 3, 4, 5 and 6 . Generally, there are two mechanismsthat can induce bitumen solidification. One is by lowering the bitumentemperature. For instance, hot bitumen extrudate, will become a solidand will no longer flow when brought to a low enough temperature (Pourpoint). For applications where the bitumen will remain to a low enoughtemperature during transportation, such as in winter, the solidificationmay in principle be performed only by a cooling step and naturally thebitumen will become solid since it is held at or below its pour point.However, in most practical applications, where bitumen needs to remainsolid at room temperature, a second mechanism is relied upon which isillustrated by optional step 820 where bitumen is mixed with an additiveoperating to increase the viscosity of the bitumen in the temperaturerange at which the bitumen will be exposed in use. The amount and typeof additive is selected such that the bitumen will be sufficientlyviscous at the desired temperature range such as to behave as a solid.Generally, increasing the additive content in the mixture will have theeffect of increasing the temperature at which viscosity analogous tosolid material behaviour is achieved. Additive compounds, which aresuitable for this purpose, will be further described later. Since, inmost practical implementations of step 820, the mixing of the additivewith the bitumen is facilitated at an elevated temperature, the increasein viscosity is manifested when the hot mixture is cooled down toambient temperature.

Transporting Pelletized Bitumen

FIG. 9 is a flow chart of a generalized method 900 of handling andtransporting bitumen in accordance with an embodiment of the presentdisclosure.

The method 900 includes a step 910 of providing bitumen pellets. Thebitumen pellets are then transported to a remote location via atransporting step 920. At or near the remote location, the solid bitumenpellets, optionally with a shell, are then processed to recover thebitumen, in step 90. Optionally, the bitumen is then processed at step960 to further reduce its viscosity and density which is more suitablefor pumping the bitumen. For instance, step 960 can be implemented byadding a diluent and/or heating the bitumen to a temperature sufficientto obtain a viscosity of the desired value.

FIG. 10 shows a flow chart of a method 1000, which is a specific exampleof implementation of the method 900 of FIG. 9 .

The method 1000 includes the step 910 of providing bitumen pellets. Inthis specific embodiment, step 910 includes at step 20 of pelletizingthe bitumen, the sub-step 820 of providing an additive compound in thebitumen, where the additive compound is operative to increase theviscosity of the mixture. A shell is then applied to the pellets in step30 and the pelletized bitumen core with a shell is then transported to aremote location via the transporting step 920. At or near the remotelocation, the bitumen pellets with a shell are then processed to recoverthe bitumen, in step 90. The bitumen is then processed to remove atleast a portion of the additive compound from the bitumen in a step1010. Details of suitable processing for removing at least a portion ofthe additive compound from the bitumen are further described later inthe text.

General Infrastructure

FIG. 11 shows a general infrastructure 1100 a for implementing themethod 900 of FIG. 9 .

The pelletizing step 20, and optionally the shell application step 30,can be performed at a solidification location 220. The bitumen isprocessed at the solidification location 220 so as to obtain bitumenpellets, optionally with a shell. The bitumen pellets, optionally with ashell, are then transported via a transportation link 240 to a remotelocation 260. In the specific embodiment shown in FIG. 11 , thetransportation link 240 includes transportation over land in a railcar245, which can be for example but without being limited to a gondola orhopper railcar or within an intermodal container. The reader willreadily understand that a truck could be used instead of or in additionto the railcar 245. Optionally, the bitumen pellets (optionally with ashell) can be stored in a container (e.g., a silo) or accumulated in theform of a free standing pile prior to and/or after the transportationlink 240. At or near the remote location 260, the bitumen pellets areprocessed to revert to a coherent bitumen-based core in the step 90. Thebitumen can then be refined at refinery location 280. Note that theoperations performed at the location 260 can be integrated within therefinery 280.

The general infrastructure 1100 a may also be suitable for implementingthe method 1000 of FIG. 10 .

The pelletizing step 20 and the shell application step 30 can beperformed at the solidification location 220. The bitumen is processedat the solidification location 220 so as to obtain bitumen pellets witha shell by implementing step 820 of mixing the bitumen and additivecompound, where the additive compound is operative to increase theviscosity of the mixture, and applying the shell in the step 30. Thebitumen pellets with a shell are then transported via the transportationlink 240 to the remote location 260. Optionally, the bitumen pelletswith a shell can be stored in a container (e.g., a silo) or accumulatedin the form of a free standing pile prior to and/or after thetransportation link 240. At or near the remote location 260, the bitumenpellets are processed to recover the bitumen from the pellets, and toremove at least a portion of the additive compound in step 1010. Thebitumen is then processed at step 960 to reduce its viscosity anddensity to a value more suitable for pumping bitumen. The bitumen canthen be refined at refinery location 280.

FIG. 12 shows a variant 1100 b of the general infrastructure 1100 a ofFIG. 11 , where the transportation link 240 alternatively includestransportation over water and is performed by a maritime vessel 345(e.g., a bulk freighter). In other words, in a specific case where thesolidification location 220 is located near or at a port, thetransportation link 240 would not require a railcar 245 and couldinstead use the maritime vessel 345 to transport the bitumen pellets toremote location 260. As mentioned above, the bitumen pellets with ashell can be stored in a container (e.g., a silo) or accumulated in theform of a free standing pile prior to and/or after the transportationlink 240.

FIG. 13 shows a variant 1100 c of the general infrastructure 1100 a ofFIG. 11 , where the transportation link 240 alternatively includestransportation over land and water, and is performed by a railcar 245and by a maritime vessel 345 (i.e., a bulk freighter). As mentionedabove, the bitumen pellets with a shell can be stored in a container(e.g., a silo) or accumulated in the form of a free standing pile priorto and/or after the transportation link 240. In the specific case wherethe solidification location 220 is remote from a port, thetransportation link 240 may thus include a railcar 245 and a maritimevessel 345 to transport the bitumen pellets to the remote location 260.The reader will readily understand that a truck could be used instead ofor in addition to the railcar 245.

The previously discussed concept of storing bitumen pellets with a shellin a container (e.g., a silo) or accumulated in the form of a freestanding pile prior to and/or after transportation steps represents away of implementing a management system, where storage locations mayconstitute buffer zones for mitigating different rates of pellethandling / processing along the supply chain. FIG. 58A and FIG. 58Billustrate how storage locations can be used to implement suchmanagement system in the context of transportation over land and water.

In FIG. 58A, the pelletizing step 20 and the shell application step 30are performed at the solidification location 220. The pellets with ashell are then transported from the solidification location 220 overconveyor belt 7205 to a storage location 335, where the pellets with ashell are dropped from a predetermined height to form a pile. When atrain car 245 is available at a railcar loading station 7215, thepellets with a shell are transported from the storage location 335 overconveyor belt 7210 to the loading station 7215, where the pellets with ashell are loaded into the train car 245 using automated loadingequipment. The presence of storage location 335, thus, constitutes abuffer zone which allows the solidification location 220 to operate at agiven rate without necessarily being limited with the maximal loadingcapacity at the railcar loading location 7215, the overflow of producedpellets with a shell being stored in the storage location 335 whilewaiting for the next railcar to enter the railcar loading location 7215and/or allowing a different rate of car train loading to occur.

The pellets with a shell are then transported by the train car 245 to amaritime port, where they are unloaded at railcar unloading station 7220using automated unloading equipment. The unloaded pellets with a shellare then transported from the unloading station 7220 over conveyor belt7225 to a storage location 335′ where the pellets with a shell aredropped from a predetermined height to form a pile. When a maritimevessel 345 is available at a maritime vessel loading station 7235, thepellets with a shell are transported from the storage location 335′ overconveyor belt 7230 to the maritime vessel loading station 7235, wherethe pellets with a shell are loaded into the maritime vessel 345.Similarly to the situation described with respect to storage location335, the presence of storage location 335′ also constitutes a bufferzone offering similar advantages with respect to the rate of train carunloading not being necessarily limited with the maximal rate ofmaritime vessel loading and/or with the presence of a maritime vessel atthe maritime vessel loading station 7235.

The pellets with a shell are then transported in the maritime vessel 345to a remote destination where they are unloaded at maritime vesselunloading station 7240 using automated unloading equipment. The unloadedpellets with a shell are then transported from the unloading station7240 over conveyor belt 7245 to a storage location 335″, where thepellets with a shell are dropped from a predetermined height to form apile. The pellets with a shell are then transported over conveyor belt7250 to the location 260, where the pellets with a shell are processedin order to recover the bitumen. Similarly to the situation describedwith respect to storage locations 335 and 335′, the presence of storagelocation 335″ also constitutes a buffer zone offering similar advantageswith respect to the rate of maritime vessel unloading not beingnecessarily limited with the maximal rate of bitumen pellet processingat the location 260.

While conveyor belts 7205, 7210, 7245 and 7250 are shown in FIG. 58A andFIG. 58B, the reader will understand that any other equipment forhandling commodities in bulk can be used. Also, while at storagelocations 335, 335′ and 335″, the pellets are shown as being stored inthe form of a freestanding pile, the reader will readily understand thatthe pellets could be stored in a container, for example a silo.

The reader will also readily understand that at the destination, thepellets can be unloaded by using automated unloading equipment forhandling commodities in bulk. An example of such unloading equipmentincludes a mechanized conveyor, which is preferably telescopic, aclamshell scoop or mechanical bucket, and which can be maneuveredthrough the cargo hatch of the shipping container (e.g., truck, railcar, maritime vessel, etc.) such as to automatically pick up the load ofpellets.

Pellet Characteristics

FIG. 14A shows a cross section view of a bitumen pellet 300 inaccordance with an embodiment of the present disclosure.

In the specific embodiment illustrated in FIG. 14A, the bitumen pellet300 includes a shell 320 over a bitumen-based core 310. While thebitumen-based core 310 can include a more or less viscous mixture ofbitumen, overall the bitumen pellet 300 behaves as a solid pellet evenif the core 310 may not be characterized as a solid.

For some specific applications, the bitumen pellet 300 does not have ashell 320 (not shown). In this particular embodiment, the pellet 300behaves as a solid pellet, however, objectively its surface could besticky.

Advantageously, the pellet 300 has buoyancy, which has a specificgravity less than 1.0 thereby allowing the pellet to float if dropped inwater.

The bitumen pellet 300 can have different dimensions and shapes. In aspecific example of implementation, bitumen pellets 300 can have amaximal extent of less than ¼″, less than ½″, less than an inch, lessthan two inches, less than three inches, less than four inches, lessthan five inches or less than a foot, or more. In the present text, themaximal extent is the maximal dimension that can be recorded from oneend of the pellet to another opposite end, irrespective of which way themeasurement is made. In following the teachings of the presentdisclosure, the person of skill will readily understand which maximalextents are more suitable for a given case, for example to obtainpellets that are suitable for handling with common solids loading andtransport equipment. The desired maximal extents can thus depend on thespecifications of the transportation means, which can be different inthe case where the pellets are transported in a fluid moving within apipeline or in a sluice-type system, as opposed to the case where thepellets are transported in a railcar. An additional consideration whendetermining the maximal extent of the pellets is to reduce thelikelihood of ingestion by animals in the wild in the case of a spilland also ease of recovering the pellets.

In a non-limiting embodiment, the pellets can have a shape selected fromgenerally spherical, generally lozenge-like, generally cylindrical,generally discoidal, generally tabular, generally ellipsoidal, generallyflaky, generally acicular, generally ovoidal, generally pillow shapedand any combinations thereof. The shape can depend on the particulartransportation method, for example, a lozenge shape may increase incertain circumstances railcar settling and efficient conveyor handling.

During in-plant applications and/or handling, conveyors such asbelt-conveyors are often used at high conveying angles. Such highangles, in turn, require bulk solid stability on the inclinedbelt-conveyors during conveying, feeding, and discharge so as tominimize pellets slip-back and spillage. In other words, the pellets 300should have suitable flow properties to ensure that there is sufficientstability of the bulk on the conveyor belt during motion under variousloading conditions and along a combination of horizontal and verticalcurves, particularly, during starting and stopping of the conveyor, soas to minimize pellets slip-back and spillage.

There is a relationship between the shell 320 and the bitumen-based core310 in that a more viscous bitumen-based core 310 requires a thinnershell 320 (i.e., less % by weight for the shell, for example in therange of 0.1-1 wt.% relative to bitumen) while, conversely, a lessviscous bitumen-based core 310 will need a thicker shell (i.e., more %by weight for the shell, for example 1-20 wt.% relative to bitumen) toobtain similar structural strength. The reader will readily understandthat larger pellet size will generally require a relatively lower amountof shell material.

In a specific example of implementation, the shell 320 has a thicknessless than 5 mm. Specific shell thickness ranges include from about 10 µmto about 4.5 mm, from about 20 µm to about 3 mm, from about 20 µm toabout 2 mm and from about 20 µm to about 1 mm. A shell having athickness from about 10 µm to about 0.5 mm is likely to have film-likebehaviour, in other words the shell is flexible. Shells above 0.5 mm inthickness tend to be less flexible and more crust-like. In a specificand non-limiting example of implementation a pellet having a maximalextent of about 2 inches can have a shell thickness of about 25 µm. Inanother specific and non-limiting example of implementation a pellethaving a maximal extent of about 3 inches can have a shell thickness ofabout 0.3 mm.

FIG. 14B is a more realistic representation of the shell 320 of a pellet300 a, showing inevitable variations in thickness that are inherent insome of the shell application processes. The variations in thickness 340inherently constitute weakness areas and they need to be taken intoconsideration when design the manufacturing parameters of the pellet inorder to meet the strength requirements of the pellet. Accordingly, theshell thickness values stated previously, are averages and do not implya constant thickness of the shell. To measure the shell thickness ofpellet, the shell is physically separated from the core and then thethickness of the shell is measured at 10 randomly selected points andthen the results are averaged. Alternatively, the shell is producedseparately on the same equipment as the one making the pellets, butbypassing the step of loading the bitumen into the shell. The lateroption is useful in instances where there is significant risk that theshell will be damaged by the removal of the bitumen, in particular thecutting and cleaning stages to a point where no thickness measurementcan be made.

With reference to FIG. 14C, the shell 320 of a pellet 300 c may have aclosed-pore foam layer morphology. In other words, the shell may includepores 350 made by injecting air / gas in the shell material.Advantageously, a closed-pore foam layer morphology may require lessmaterial for making the shell due to the presence of void areas 350 andmay increase the buoyancy of the resulting pellets 300 c. The readerwill appreciate that increased buoyancy may be a desirablecharacteristic if there is any risk that the pellets are spilled inwater during transportation. With reference to FIG. 14D, the shell 320of FIG. 14C may further include an additional surface coating 330 toseal the pores open at the surface of pellet 300 d.

Alternatively the shell may be composed of laminated layers of polymersheet or film reinforced by a layer polymer mesh or woven polymer.Advantageously, reinforced polymer may require less material for makingthe shell with a similar level of strength of a thicker polymer sheetdue to the presence of void areas.

Preferably, bitumen pellets 300 are crush resistant and impactresistant, which can be advantageously afforded by the compressivestrength properties of the shell 320, when present. When the shell 320is absent or is not thick enough to withstand the required pressurewithout deforming, the pellets 300 include sufficient additive to affordthe structural strength that the specific application requires.

A parameter that can be used to characterize the structural resistanceof solid bitumen pellets that have an internal bituminous core encasedin a shell is the burst resistance test. The burst resistance test is anindicator of the ability of the shell of the solid pellet to withstandexternal forces and thus to maintain its structural integrity duringtransport. The burst resistance test is described in section 7.2 laterin this text.

Another parameter that can be used to characterize the structuralresistance of solid bitumen pellets is the crush-resistance test. Thistest is further described in section 7.3 later in this text.

Another parameter that can be used to characterize the structuralresistance of solid bitumen pellets is the impact-resistance test. Thistest is further described in section 7.4 later in this text.

Advantageously, the impact-resistance, crush-resistance and burstresistance properties of the bitumen pellets 300 minimize the structuraldamages that could otherwise occur to the pellets when these are pressedby the weight of a material in the pile during storage or are stressedduring transport in rail cars or maritime vessel cargo holds and duringmechanical transport by elevators, or screw, belt or chain-conveyorsand/or when the pellets are dropped from relatively high heights (e.g.,conveyor drops) during handling.

As discussed previously, the shell 320 may provide the pellets with atleast one of the following properties: enhanced structural strength,enhanced resistance to fire, non-stickiness, surface hydrophobicity,increased resistance to UV light, increased resistance tooxidation-induced bitumen deterioration, and incorporation of one ormore color signals to the pellets.

The color signal of the pellets can be measured by reflectancespectrophotometer ASTM standard test methodology. Tristimulus L*, a*, b*values are measured from the viewing surface of the pellets. These L*,a*, b* values are reported in terms of the CIE 1976 color coordinatestandard. Color differences can be calculated according to method ASTMD2244-99 “Standard Test Method for Calculation of Color Differences fromInstrumentally Measured Color Coordinates.” Advantageously, the bitumenpellets are made so as to have a non-white color when being transportedduring winter. In other words, the value L* of the colored solidifiedbitumen particle is chosen so as to facilitate spill recovery in snow,i.e., where L* = 0 represents the darkest black and L* = 100 representsthe lightest white.

Therefore, applying a color to the pellets that is contrasting withsnow, thereby affords an easier localization of spilled pellets in snow.Similarly, applying on the pellets a color that is contrasting in marineenvironment would make the pellets easier to locate on water. Forinstance, the pellets could be made of light color to easier to see on adark body of water. Another possible variant is to apply on the pelletsmaterial that is reflective to an external source of illumination, suchas UV light. This approach would make the pellets easier to locate whenthere is little or no ambient light; a UV light source would make thepellets visible in the dark.

Advantageously, the color signal is applied on the shell of the pellet.The color signal may be a die that is mixed with the additive (e.g.,polymer) material used to make the shell. Note that the color signal isnot necessarily uniform over the pellet. Applications are contemplatedwhere the color signal is applied on only a portion of the pellet, theremainder of the pellet being without a color signal. It is alsopossible to apply to the pellet two or more color signals.

In a specific and non-limiting example of implementation, a color signalthat has been found adequate in order to create a contrast in a snowyenvironment is one where the value L* is in the range from 0 to 50. Inthat range, the parameters a*, b* can take any valid value, still thecolor signal will create a contrast against the snow.

In a different environment such as a dark body of water, the value L*could be in the range from 60 to 100 to produce a light shade that wouldstand out on a dark background.

Additive Compound

In one embodiment, increasing the viscosity of the bitumen can beperformed by mixing bitumen and an additive, which thickens the mixture.In a specific example of implementation, the amount of additive mixedwith the bitumen is selected such that the mixture exhibits a paste-likeconsistency at room temperature. If desired, a solid-like behaviour atroom temperature can also be achieved by further increasing the amountof additive.

In a practical implementation, the additive includes a hydrocarbonaceouspolymer, which operates to increase the viscosity of the mixture. Theadditive can be a single material or a blend of different materials.Optionally, the rate of addition of the additive to the bitumen can beadjusted according to expected transportation or storage temperatures.

Advantageously, the additive used in the present disclosure does notreduce the quality of the bitumen; in other words, the bitumen recoveredfrom the solid pellets remains suitable for further processing such asrefining. For example, the additive may have low adsorption tendency forlow molecular weight hydrocarbons comprised in the bitumen avoiding,thereby, significant changes in the properties of the bitumen undergoingthe solidification procedure.

As discussed elsewhere in this specification, the interaction betweenthe additive and the bitumen is important for economic and performanceconsiderations. Generally, it is desired that the bitumen retrieved fromthe solid bitumen pellets has physicochemical properties, which aresubstantially similar to those of the bitumen before having the additiveincorporated therein. One reason is to retain compatibility with theexisting refining equipment. If the properties of the bitumen change toomuch, the product may no longer be suitable for processing in existingrefineries. Accordingly, in a specific and non-limiting example ofimplementation, the additive is selected such that one or more of thefollowing properties of the bitumen will not vary by more than theindicated value between the retrieved bitumen and the bitumen before theinclusion of the additive therein: the flash point (not more than thereproducibility of the method), the boiling point distribution (not morethan about 5% in degree Celsius), the density (not more than about 1%),and the pour point (not more than about 3° C. which is the repeatabilityof the standard measurement method).

In a specific example of implementation, when the additive is ahydrocarbonaceous polymer, there are a number of factors to considerwhen evaluating the suitability of the particular polymer for thebitumen solidification, from the perspective of maintainingcompatibility with existing refining equipment. Examples of factorsinclude:

A) Solubility of the Polymer Into the Bitumen.

Generally, the lower the solubility the better. If too much polymer isdissolved into the bitumen, it can foul the refining equipment, which isto be avoided. In addition, the polymer that is dissolved in the bitumenis hard to remove, hence difficult to recycle, which is economicallyundesirable as some polymer would be lost during the refining of thebitumen.

Specific examples of polymers that have been found satisfactory forsolidifying bitumen, can exist in two different phases when mixed withbitumen: one phase is a miscible phase, which is dissolved into thebitumen, and the other phase is a non-miscible phase where discretepolymer droplets are dispersed throughout the body of bitumen. In orderto retrieve the bitumen from the solid pellets, the non-miscible phaseis removed, such as by gravity separation, as it will be discussedlater.

Advantageously, the polymer is selected such that its solubility inbitumen measured at 150° C. is less than 5 wt.%, or less than 1 wt.%, orless than 0.5 wt.%, or less than 0.1 wt.%, or less than 0.05 wt.%, orless than 0.01 wt.%. If the solubility of the polymer in bitumen isfound to be too high, the polymer in solution can be removed, at leastto some extent, by using a suitable solvent extraction process. Inpractice that process is to be avoided as it adds cost and complexity.

B) Entrapment of Bitumen in the Polymer

The inventors have found that following removal of the abovenon-miscible polymer phase, for instance by gravity separation, thenon-miscible phase of the polymer entraps bitumen. That is not desirablesince it constitutes a loss of valuable product and from an economicsperspective it is desirable to reduce the level of bitumen entrapment.For example, the polymer phase can entrap bitumen material in a relativeamount not exceeding about 70 wt.%, or not exceeding about 60 wt.%, ornot exceeding about 40 wt.%, or not exceeding about 30 wt.%, or notexceeding about 10 wt.% relative to the polymer phase, which may varydepending on extraction / clean up parameters.

One option to reduce the economic impact of bitumen entrapment is torecycle the non-miscible phase of polymer removed from the bitumenduring the bitumen retrieval operation. In this fashion, the entrainedbitumen effectively remains in a closed loop such that there issubstantially minimal overall loss of bitumen over several cycles. Thatapproach, however, adds complexity in that the bitumen saturated polymerextracted from the bitumen needs to be transported back to thesolidification plant for re-use, which involves transportation costs andlogistical considerations.

In a particular embodiment, the additive is a hydrocarbonaceous polymerhaving a melting point which is low enough to allow a processingtemperature of less than about 180° C., preferably of less than about160° C., for example but without being limited to a melting pointtemperature of at least 50° C. For example, the melting pointtemperature can be between about 50° C. and about 150° C.

In a particular embodiment, the pellet includes an emulsion of bitumenand the hydrocarbonaceous polymer. The emulsion can include discretedroplets of the hydrocarbonaceous polymer dispersed throughout thebitumen. In one embodiment, upon subjecting the pellet to a process forretrieving the bitumen, which includes a coalescence step of thedroplets, results in a fusion of at least a portion of said discretedroplets of hydrocarbonaceous polymer. Additionally or alternatively,the additive is a hydrocarbonaceous polymer, which advantageously has arelatively low solubility in bitumen at high temperature so as tominimize the processing efforts required to separate the additivecompound from the bitumen. For example, in a particular practicalembodiment, the polymer can be low-density polyethylene (LDPE) which hasa solubility in bitumen at 150° C. of less than 0.03 wt.%.

Additionally or alternatively, the additive is a hydrocarbonaceouspolymer, which has low attraction to water to ensure integrity of thesolidified bitumen in case of a spill into a body of water and avoidmoisture absorption.

Additionally or alternatively, the additive is a hydrocarbonaceouspolymer, which has low density relative to water so as to minimizesinking of the solidified bitumen in case of a spill into a body ofwater.

Bitumen produced by a Steam Assisted Gravity Drainage (SAGD) extractionsite is in most cases cleaned and separated from water by addition of asolvent. Preferably, the solvent is removed prior to processing thebitumen to convert it into pellets. Therefore, in most cases the feed tothe solidification process would come from a diluent recovery unitrather than being the raw bitumen.

Generally, the bitumen from the diluent recovery unit is heated at atemperature between about 50° C. and about 180° C., preferably betweenabout 80° C. and about 180° C., which is sufficient for blending thebitumen and the additive compound.

In an advantageous non-limiting embodiment, a single hydrocarbonaceouspolymer is added to the bitumen. This simplifies the solidification ofthe bitumen. However, it is also conceivable for two or more differenthydrocarbonaceous polymers to be added to the bitumen, especially whenparticular further advantageous properties are to be obtained.

In one embodiment, the hydrocarbonaceous polymer includes a polyethylene(PE) or polypropylene (PP), optionally ramified and/or substituted.

In one embodiment, the polyethylene (PE) may include high densitypolyethylene (HDPE), polyethylene-co-vinyl acetate (PEVA), linearlow-density polyethylene (LLDPE), low-density polyethylene (LDPE), orany combinations thereof.

In one non-limiting embodiment, the hydrocarbonaceous polymer is mixedwith the bitumen to obtain the bitumen-based core in a quantity of 1-20wt.%, e.g., 1-5 wt.%, or 5-15 wt.% relative to bitumen. For certainbitumen types, addition of the hydrocarbonaceous polymer in a quantityof about 1 to about 5 wt.% relative to bitumen results in a mixturewhich behaves like a paste with low mobility at room temperature.Addition of the hydrocarbonaceous polymer at higher rates (e.g., above10 wt.% relative to bitumen), results in a mixture which behaves as aquasi-solid. The reader will readily understand that the amount of thehydrocarbonaceous polymer required to obtain a certain behavior isdependent on the type of bitumen, the type of polymer and the method ofmixing. Increasing the temperature of the polymer/bitumen mixture woulddecrease its viscosity and increase its mobility. The polymer/bitumenmixture will thus show liquid-like behavior at elevated temperatures.The temperature at which the mixture would readily flow depends on thetype of polymer and bitumen and the rate of polymer addition.

In a practical implementation, the pellet includes a bitumen core and ashell 320.

In a particular embodiment, the shell includes a hydrocarbonaceouspolymer which is the same as the hydrocarbonaceous polymer present inthe bitumen core.

In a particular embodiment, the shell includes a hydrocarbonaceouspolymer which is different from the additive present in the bitumencore.

In one embodiment, the shell includes the hydrocarbonaceous polymer in aquantity of from about 0.01 to about 20 wt.% relative to bitumen, e.g.,from about 0.01 to about 5 wt.% relative to bitumen.

In a particular embodiment, the shell includes a hydrocarbonaceouspolymer which includes a cross-linked polymer. In such particular case,the shell may include 0.3-0.5 wt.% of cross-linked polymer relative tobitumen, since cross-linked polymer is much stronger thannon-cross-linked polymer.

As discussed previously, where there is a sufficient amount of thehydrocarbonaceous polymer mixed with the bitumen to give it enoughstructural strength for handling / storage / transportation, forexample, an amount above 10 wt.% relative to bitumen, then the shell canbe made with a soft shell including hydrocarbonaceous polymer in anamount of 0.01-5 wt.% relative to bitumen. For example, the shell mayinclude 2-5 wt.% polymer relative to bitumen with the core mixtureincluding about 10 wt.% polymer relative to bitumen.

The mechanical properties of the polymer used in the context of theshell / bitumen-based core can be tested, for example, for resistance tostretching (yield and tensile strength), stiffness (yield modulus),toughness (tensile energy to break, impact resistance), and resistanceto tear (flexural strength) using standard tests such as ASTM D882 whichis a standard test method for tensile properties of thin plasticsheeting, ASTM D790 which is a standard test methods for flexuralproperties of unreinforced and reinforced plastics and electricalinsulating materials, ASTM D1922 which is a standard test method forpropagation tear resistance of plastic film and thin sheeting bypendulum method, or ASTM F1306 which is a standard test method for slowrate penetration resistance of flexible barrier films and laminates.

Note that while a shell is preferred such as to protect thebitumen-based core of the pellet, there are applications where the shellmay be dispensed with. As it will be discussed below, pellets, without ashell can be transported in a fluid medium that will isolate the pelletsfrom each other and reduce the possibility of the pellets caking. Inaddition, the pellets can also be handled and transported at very lowtemperatures, which renders the bituminous-based mixture practicallysolid, obviating the need for a shell.

Equipment and Processes for Industrial Applicability of the Invention

FIG. 15 illustrates a system 1300 for pelletizing bitumen. The system1300 includes a mixing stage 405 and a solidification stage 480. As itwill be described below in greater detail, the purpose of the mixingstage 405 is to mix together bitumen and an additive that operates toincrease the viscosity of a mixture of the bitumen and the additive. Themixing stage 405 includes a mixer 410 that has a first inlet 402receiving bitumen and a second inlet 404 receiving the additive. Whilethis is not shown in the drawings, it will be understood that a meteringdevice is provided on the inlet 404 to adjust the quantity of additivewith relation to the quantity of bitumen 402. Optionally, one or moreadditional elements can be added to the bitumen and/or the additive.

It is necessary to heat the bitumen and the additive such as to obtain areasonably homogeneous mixture. When the additive is in the form of ahydrocarbonaceous polymer, it is heated to its melting temperature orabove such that it becomes liquid and mixes well with the bitumen. Onepossibility is to heat the bitumen and introduce the polymer at thesecond inlet 404 in powder form or in fine granular form. The polymermixes with the bitumen and heats up, melts and homogeneously distributesitself throughout the bitumen-based core.

In a specific example implementation, the polymer introduced at thesecond inlet 404 has a melting point which is of at least 50° C., forexample within the range of 50° C. and about 150° C. Accordingly, thebitumen and the polymer are heated at a temperature of at least 50° C.,for example within the above temperature range before being introducedin the mixer 410. Alternatively, the bitumen is heated within thattemperature range and its temperature is maintained during the mixingoperation. The polymer is introduced in solid form but as it contactsthe hot bitumen it melts and it is distributed uniformly throughout thebitumen-based core as a result of the mechanical agitation.

The mixing temperature is maintained above the melting temperature ofthe polymer in order to maintain the mixture at the viscosity at whichthe mixing operation can be carried out. It may be advantageous tomaintain the mixing temperature even higher such as to reduce theviscosity of the bitumen sufficiently and increase the pumpability ofthe mixture.

In addition to the in-vessel mixing shown in FIG. 15 , in-line mixingcombined with recirculation, or single and multi-pass in-line mixing atelevated temperatures can also be used to mix the bitumen and theadditive.

The hot mixture leaves the outlet of the mixer 410 and is directed tothe inlet of a pump 420, which pumps the heated mixture through aconduit 430. The mixture is discharged from the conduit 430 into asolidification stage 480. Examples of solidification stages include:

-   1. Injecting the liquid into pre-fabricated molds followed by    cooling of the material inside the mold to less than the melting    point of the additive, preferably less than 80° C., preferably less    than 50° C., and release of the pellets from the mold.-   2. Injecting the liquid mixture through a long-hollow extrusion die    (e.g., with a circular cross section) along the length of which the    liquid stream is cooled to less than the melting point of the    additive, preferably less than 80° C., preferably less than 50° C.,    and cutting the continuous rod of hardened material coming out of    the end of the extrusion die.-   3. Injecting the liquid mixture through a rotating die into a stream    of water where individual droplets are formed and cooled to harden    prior to being transported with the liquid.

FIG. 16 illustrates a system for pelletizing bitumen according to avariant. The system 1400 includes a mixing stage 405 which is identicalto the one described above in connection with FIG. 15 . The hot mixtureis pumped through the conduit 430 into a solidification stage 580, whichincludes an extruder 530. The extruder 530 includes a screw that furthermixes the additive (e.g., polymer) and the bitumen and extrudes themixture through a die 560. The die 560 has a predeterminedcross-sectional shape, such that the mixture discharged from the dieacquires that cross-sectional shape. A shutter device 540 operates toslice the length of extruded mixture into individual pellets 310. Theshutter device 540 includes a pair of blades that are synchronouslyoperated between a closed position, in which they close the die 560,thus preventing the mixture from being pumped out, and an open positionin which the mixture can egress the die 560. The shutter device 540 iscycled at the required speed in order to obtain pellets 310 of thedesired size. The faster the cycling, the smaller the pellets 310 willbe. In contrast, the slower the cycling, the larger the pellets 310.

The die 560 has an internal channel through which the mixture isconveyed. The internal channel is surrounded by a cooling jacket, whichcools the mixture below the solidification temperature. Accordingly, thepellets, which are discharged from the solidification stage 580, aresolid. The cooling jacket is a cavity through which is pumped a coolingmedium, such as water. The rate at which the cooling medium circulatesthrough the cooling jacket is selected depending upon the desiredtemperature of the mixture to be achieved at the outlet of the die 560.

Optionally, a liquid bath can be provided to cool the pellets. Anadvantage of a liquid bath is that it can also be used as a conveyancemedium to transport the pellets to a remote location.

The apparatus shown in FIG. 16 can be modified to introduce into thebitumen mixture, before the formation of the pellets 310, an additionaladditive such as a dye. The dye can be injected before the mixture isintroduced into the extruder 530. In this fashion, the additive will beadequately dispersed throughout the mixture by the screw of the extruder530 before the pellets 310 are formed.

FIG. 17 illustrates yet another variant of the system for pelletizingbitumen. The system 2000 is characterized by its ability to provide thepellets with an external shell. As discussed elsewhere in theapplication, the external shell can be useful for applications where thepellets need to be handled which involves inter-pellet contact orcontact between pellets and transportation/handling equipment. The shellreduces the likelihood of the pellets sticking to each other or stickingto walls of transportation/handling equipment.

More particularly, the shell creates a non-stick outer surface,physically protecting the bitumen core inside and preventing the pelletsfrom being crushed when a certain weight is applied on them. Forexample, when the pellets are transported in bulk into a freightrailroad car, the pellets at any depth within the pile in the car areexposed to the weight of the pellets above them. In this mode oftransport, it would be undesirable that the weight of the pellets crushor deform the lowermost layer of pellets. The risk is that if thepellets are crushed, the shell may break and the bitumen core may oozeout and stick to adjacent pellets or to the equipment, thus requiring aclean-up. Also crushing would change the shape of the pellets and causedifficulty in the downstream handling and transport of the solids.

The system 2000 includes the mixing stage 405 described earlier inconnection with other embodiments. The heated bitumen/additive mixtureis supplied to an extruder 2020, which includes an internal screw thatfurther homogenizes the mixture and supplies it to an extrusion die2040. While not shown in the drawings, the die 2040 is cooled such as toreduce the temperature of the bitumen/additive mixture below thesolidification temperature.

An optional extruder 2030 feeds additional additive (e.g., polymer) tothe mixture that leaves the extruder 2020. The additional additive maybe the same additive that is used in the mixture produced by the mixingstage 405, or a different additive. The additional additive istransported through a conduit 222 and discharged into the mixturebitumen/additive before the extrusion die 2040 solidifies that mixture.The additional additive may further include another ingredient, such asfor example a dye.

Preferably, the additional additive is the same additive that will beused to make the shell of the pellets. The additional additivedischarged by the extruder 2030 is delivered in a way to create an outerlayer around the mixture bitumen/additive delivered from the extruder2020. To elaborate, the additional additive is delivered into thechannel through which the extruded mixture bitumen/polymer istransported, through a series of nozzles. The nozzles are peripherydistributed around the circumference of the channel. In this fashion,the nozzles deposit on the bitumen/additive mixture an additionaladditive layer that forms at least a portion of the final shell.Accordingly, the extruders 2020 and 2030, operate such as to perform aco-extrusion operation in which bitumen/additive mixture is forcedthrough the die of the extruder 2020 in order to form the core of theextrusion while the extruder 2030 deposits an outer layer on that core.

The two layered extrusion core/outer layer is directed through theextrusion die 2040. The two-layered extrusion is cooled as it progressesthrough the die 2040 to increase its viscosity.

A third extruder 2010 is provided to complete the formation of the shellsuch that the pellets are completely enclosed. The extruder 2010supplies additional additive, which may be the same or different fromthose used in the extruder 2030 and in the mixture pumped by theextruder 2020. Preferably, the additive discharged by the extruder 2010is the same as the one discharged by the extruder 2030. In this fashion,a uniform shell structure is provided which completely encloses thepellets. The extruder 2010 supplies additive through a pair of channelsfeeding respective nozzles 2042 and 2044 that are located a shortdistance upstream from the discharge port of the die 2040. It will beunderstood that the additional additive supplied by extruder 2010 mayfurther include a dye. In case where the extruder 2030 supplies a firstdye, the extruder 2010 may supply a second dye, which can be the same ordifferent as the first dye. When the first and second dyes aredifferent, the addition of the additives through the pair of channelsfeeding respective nozzles 2042 and 2044 may afford the formation ofcoloured visual pattern effects on the pellets. In one embodiment, thedye content is controlled to avoid negatively affecting the quality ofbitumen upon recovery of the bitumen. Typically, that would involvedetermining the minimal degree of coloration on the pellet to accomplishthe desired objective and adjusting the amount of dye accordingly. Inanother embodiment, the dye material is selected such that it can beremoved from the liquefied bitumen material upon recovery of the bitumenfrom the pellets or from the liquefied shell material upon separatingthe shell from the bitumen-based core. The dye so removed can bere-cycled to color a new batch of pellets or discarded.

The nozzles 2042 and 2044 are located a sufficient distance downstreamthe inlet port of the extrusion die 2040 such as to leave enough timefor the 2 layer extrusion to solidify. Accordingly, the nozzles 2042 and2044 deposit a layer of molten additive (e.g., polymer) on a layer ofsolid bitumen-based mixture. Since the nozzles 2042 and 2044 are locateda short distance from the outlet port of the extrusion die 2040, thefinal layer of additive (e.g., polymer) does not have enough time tocool down sufficiently and solidify before leaving the outlet port ofthe extrusion die 2040.

A shutter device 2046 separates the multilayer extrusion into individualpellets. However, since the outermost layer of the extrusion is stillmore or less liquid, it will stick by capillarity to the workingsurfaces of the blades of the shutter device 2046. As a result of thatcapillary adhesion, molten additive (e.g., polymer) is entrained as theblades slice through the extrusion, thus coating the exposed freshly cutends of the extrusion. In this fashion, the shell is formed whichcompletely encloses the pellet on all sides. It will be understood thatat least the longitudinal ends of the shell may be relatively thicker toother portions of the shell in order to provide extra strength and/or tofacilitate effective high-speed cutting. Objectively, for this operationto occur the shell layer needs to have a certain minimum thickness. Forthe proposed process with intermittent additive injection the plugs ofadditive coming out of the die (prior to cutting) would need to be solidor very near solid otherwise the pellets could burst during the cuttingprocess.

The pellets 300 that leave the shutter device 2046 are essentially solidwith the exception of the outermost additive layer, which is still moreor less liquid. While not shown in the drawings, it will be understoodthat the pellets 300 are cooled in order to completely solidify theexternal shell.

Once the external shell is completely solidified, the pellets 300 can behandled for loading/unloading and transportation, by using suitablemechanical equipment, without significant risk of exposing the core ofbitumen.

FIG. 18 illustrates a variant of the system for applying a shell on thepellets 310. It will be understood that the pellets 310 shown at FIG. 18are the cores of the final pellets 300, in other words the pellets 310are constituted only by a mixture of bitumen/additive. The system 2100 aincludes a conveyor belt on which solidified pellets 310 travel. Aseries of spray heads 2120 spray additive (e.g., polymer) dissolved in asolvent on the pellets 310. A number of spray heads 2120 are used suchas to progressively build on the surface of the pellets 310 a shell ofthe desired thickness upon evaporation of the solvent. Advantageously,the conveyor belt may be vibrated to cause the pellets 310 to move suchas to expose the entirety of their surface to the spray generated by thespray heads 2120. Note that the optional step of recovering the solventcan be considered.

Alternatively, a coating can be formed by deposition of fine additive(e.g., polymer) particles either by electrostatic force or by spinningthe pellet in a fluidized bed of fine additive (e.g., polymer) particlesfollowed by melting. Dip coating using a solution of additive (e.g.,polymer) in a solvent is also another option.

Although not shown in the drawings, it will be understood that a coolingdevice such as one of those discussed previously may also be provideddownstream the spray heads 2120 in order to cool and solidify theadditive (e.g., polymer) deposited on the pellets.

FIG. 19 is yet another variant of a system for applying a shell on thepellets. In contrast to the system 2100 a, the system 2100 b uses a filmof polymeric material in order to form the shell on the pellets 310. Thesystem 2100 b includes a pair of film supply stations 2162 and 2164 thatfeed an upper layer and a lower layer of film towards a supply ofpellets 310 advancing to the station 2100 b. Each film supply stationincludes a supply roll feeding a layer of film through a series of guiderollers, which direct the film layers towards an assembly station 2155,which essentially positions the film layers one on top of the other,with the pellets 310 in between.

A sealing station 2160 operates to fuse the film layers to each otherand enclose the pellets 310 individually. The sealing station 2160 usesa heater device in order to melt or at the very least soften theuppermost film layer such that it bonds to the lowermost film layer. Asthe uppermost film layer softens, it acquires drapabilitycharacteristics such that it will fall due to gravity and mold itselfaround the individual pellets 310. At the same time, the uppermost filmlayer will fuse the surface of the lowermost film layer, with which itis in contact, creating a strong bond between the layers.

As shown in FIG. 19 , the sealing station 2160 includes a convectiveheater. Alternatively, a radiant heater or hot air heater could beenvisaged.

It is important to note that the temperature of the uppermost film as itis processed through the sealing station 2160 should be preciselycontrolled in order to regulate the softness of the film material. Ifthe temperature is not high enough, the film will not be sufficientlysoft, as a result it will not mold itself correctly around the pellets310. Conversely, if the temperature is too high, the film could lose itsintegrity and fail to completely enclose the pellets 310.

It should be noted that the thickness of the films 2150, 2158 could varywithin large ranges. For example, the range could be from about 0.01 mmto about 5 mm. When the film is near the lower end of the range, theresulting shell is relatively thin and flexible. Thicker films could beadvantageous from the perspective of providing a shell that has a higherstructural integrity. Thinner films can be processed with the equipmentshown at FIG. 19 , where gravity is sufficient to cause the upper filmto drape sufficiently and adopt the pellet shape. Thicker films mayrequire a vacuum assist to properly mold themselves to the pellet cores.An example of an adequate setup is shown at FIG. 55 .

In FIG. 55 , the system 6000 uses vacuum assisted die rolls tocontinuously form pellets using a thick polymer sheet. Morespecifically, the system 6000 has a bitumen supply station 6002, whichsupplies bitumen (which can be virgin or a bitumen/polymer mixture) toan injection wedge 6004. The injection wedge delivers the bitumen at acontrolled rate at the nip between two die rolls 6006 and 6008. Each dieroll 6006, 6008 has a peripheral surface defining a series of cavities6010. The registration between the rolls 6006 and 6008 is such that asthe rolls turn, the cavities 6010 on the respective rolls face eachother to form a molding cavity in which a pellet can be shaped. The rollsurface defining each cavity 6010 includes apertures (not shown) whichare connected to a source of vacuum such as a vacuum pump. For instance,the central portion of each die roll 6006 and 6008, which is shown emptyin FIG. 55 , is connected to a source of vacuum, the apertures on theperipheral surface of both die rolls, opening into central void area.

A supply roll of polymer material film 6016 is shown at 6012, it beingunderstood that an identical companion roll (not shown) is provided onthe opposite side of the setup. Guides 6014 support the polymer film6016 as it is being dispensed from the rolls 6012 and fed toward the nipbetween the die rolls 6006 and 6008.

The two film layers 6016 join at the nip between the rolls 6006 and 6008while simultaneously the injection wedge deposits bitumen between thefilms. The injection wedge may be designed to continuously pump outbitumen or to do it intermittently to coincide with the respectivecavities 6010 as they travel through the nip. In other words, bitumen isdeposited at the nip only when two opposing cavities 6010 are open andno bitumen is deposited at the nip when there are no cavities exposed toaccept the bitumen load.

A source of heat, not shown is provided along the feed path of the films6016 to heat the polymer material and soften it. As the softened filmspass through the nip the vacuum created in the cavities 6010 draws thefilm layers 6016 against the cavity wall. The pressure created by thebitumen load entrapped between two opposing cavities 6010 also assiststhe film expansion against the wall cavity.

The rolls 6006 and 6008 can be designed to provide crimp seal zones, atthe peripheral roll areas that surround each cavity 6010, at which thefilm layers 6016 are compressed against each other to fuse together andthus completely enclose the bitumen load. Completed pellets 300, readyfor transport/storage are released from the respective cavities 6010 asthe cavities part away.

FIG. 20 is yet another variant of the station for applying a shell onthe pellets. The station 2400 receives the mixture of bitumen/additivefrom the mixing station 405 through a conduit 430 that leads to ametering device 850. The bitumen/additive mixture is delivered intoindividual pouches of polymeric material, where each individual pouchconstitutes the shell of the final pellet. The individual pouches 2410are transported on the conveyor belt in a spaced apart relationship. Thepouches 2410 move along the direction of the arrow. A synchronizationmechanism is provided in order to stop the movement of the conveyor beltas a pouch 2410 aligns with the discharge nozzle 432 of the meteringdevice 850. The metering device 850 is then operated to discharge apredetermined quantity of bitumen/additive mixture in order to fill thepouch 2410. The conveyor belt is then operated such as to position thesubsequent pouch 2410 in registration with the discharge nozzle 432. Apouch sealing station generically shown at 2412 seals the open end ofthe pouch. An example of a sealing station is one that includes a pairof jaws that mechanically close the open ends of the pouch while heatingthem in order to fuse them together.

To avoid the mixture bitumen/additive discharged from the meteringdevice 850 from solidifying, a heating mechanism may be provided such asto maintain the temperature of the metering device 850 high enough andavoid the mixture of bitumen/additive becoming too viscous to be pumped.

FIG. 43 is a flowchart of another process variant for applying a shellon the pellet. In this variant, at step 4510, the shell is formed usingblow-fill-seal technology. Typically, in blow-fill-seal manufacturingprocesses, a semi-molten, hollow, cylindrical plastic parison isextruded downwardly between cavities provided in a pair of open andopposed mold halves; the mold cavity being shaped according to thedesired pellet structure. The mold halves are then closed around thelower portion of the plastic parison to pinch and seal the bottom of theparison after which a cutting knife (not shown) severs the upper portionof the parison to separate it from the extruder.

In the method 4500 of FIG. 43 , liquid bitumen (or bitumen/additivemixture) is injected into the parison to expand it against the innerwalls of the mold cavity such as to form the pellet shell.Advantageously, the mold and/or the liquid bitumen (or bitumen/additivemixture) is at a sufficiently elevated temperature so as to maintain thepolymer material of the parison in a soft semi-molten condition such asto allow the polymer to expand against the mold cavity walls. Thesealing mechanism of the mold is then closed to seal the upper portionof the shell such as to form a continuous and liquid tight structurecompletely surrounding the bitumen core.

FIG. 44 is a variant method 4600 of the method 4500 of FIG. 43 , whereat step 4610, pressurized gas instead of the liquid bitumen of FIG. 43is injected into the parison to blow mold it. Thereafter, at step 4620,liquid bitumen (or bitumen/additive mixture) is dispensed into the blowmolded polymer shell. At step 4590, the sealing mechanism of the mold isclosed to seal the upper portion of the parison and complete the shellstructure.

While the above general description of a process for blow-fill-sealtechnology involves extrusion of the parison directly between the moldhalves, the person of skill will readily realize that in a variant, theparison can be pre-formed and in such variant, the parison would thusnot be extruded directly into the mold.

The above methods may be carried out in a variety of blow-fill-sealmachines that are commercially available.

As seen in FIG. 45 , a blow-fill-seal apparatus 4700 that may be used tofabricate bitumen pellets 300 includes mold halves 4710 and 4710′. Asshown in FIG. 45 , initially the mold halves 4710 and 4710′ areseparated and receive there between a parison tube 38.

FIG. 46 shows the mold halves moved into mutual engagement to close themold cavity 4720 and pinch the lower parison extremity such as to form afluid-tight seal that would allow the parison 38 to be blow-molded.

As shown in FIG. 47 the parison 38 is blow molded by injection ofpressurized gas and acquires the shape of the mold cavity and thus formthe pellet shell. While the shell remains in the mold cavity, it isfilled with liquid bitumen (or bitumen / additive mixture) supplied froma suitable pumping station.

FIG. 48 shows a variant of FIG. 47 , which corresponds to step 4510 ofprocess 4500, where the parison 38 is blow molded by injection of liquidbitumen (or bitumen / additive mixture) instead of pressurized gas inorder to blow mold the shell and fill it with bitumen in one operation.

FIG. 49A and FIG. 49B show conceptually how the shell formed in eitherFIG. 47 or FIG. 48 is closed. The polymer shell has an upstanding ridgeat the top through which was injected the pressurised gas and/or theliquid bitumen (or bitumen / additive mixture). That ridge is pinchedfor sealing the shell. A protruding flash 38″ remains at the top portionof the pellet structure, similar to the flash 38′ at the bottom. Themold halves are opened to remove the pellet. Optionally, either or bothflashes can be removed from the pellet by using known flash removaltechniques.

FIG. 50 shows the resulting pellet 300 having shell 320 enclosing liquidbitumen (or bitumen/additive mixture) 310, which may be more or lessviscous.

FIG. 51 shows a variant of FIG. 50 , where the pellet 300 b has a shell320 and an internal web structure, which essentially partitions theinternal space in the shell in 2 compartments, each internal compartmentbeing filled with liquid bitumen 310. The person of skill will readilyunderstand that a pellet variant may include an internal web structurewhich partitions the internal space in more than 2 compartments.

The advantage of partitioning the pellet in several compartments istwofold. First, the internal partition rigidifies the pellet, thusmaking it more crush and impact resistant. A shell with an internal webstructure can be made by extruding a multi-lumen parison within themoulding cavity.

In a possible variant, the blow-fill-seal process described above can besupplemented with the additional step of creating an overpressure in thepellet shell such as to ensure that the formed pellet would retains itsshape under load. Naturally, the process for manufacturing the shell isdesigned such that the shell is hermetically sealed to maintain theoverpressure over time. Typical polymers that can be used for making theshell have a high tensile resistance and the resulting shell can sustaina large pressure differential that prevents the shell from buckling whenthe pellet is subjected to a compressive force.

If the shell is pressurized a small positive pressure (e.g., up to about15 psig) in the formed shell could suffice to resist shell deformation.As external pressure applied to the shell increases, for example arisingduring transport or storage, the resulting deformation will produce anincrease in the internal pressure of the pellet to compensate thepressure from the outside. Therefore, a high degree of initialoverpressure is not required.

Even when the shell is not over pressurized, in other words the internalpressure is the same as the external pressure at rest, as long as theshell is hermetically sealed an internal over pressurization will occurnaturally as the shell is subjected to an external compression, as aresult of a momentary impact against a surface or when a constantloading is applied on the pellet. The resulting shell deformation willcreate an over pressurization which will compensate to at least someextent the external load. The higher the loading, the higher the overpressurization will be which makes it possible to use a thinner shell.As long as the shell manifests the necessary burst strength, arelatively thin shell can withstand a significant loading.

An ancillary advantage of using a hermetically sealed shell is to reducethe exposure of the bituminous core to ambient oxygen in order to slowdown or eliminate oxygen induced degradation of the bituminous material.From that perspective, the polymeric material that is selected formaking the shell should be one that has a low oxygen transmission rate.Another factor, which determines the ability of the shell to reduce theingress of oxygen, is the gas-tightness of the different seal crimps orclosures of the shell. In other words, the manufacturing process shouldbe fine-tuned to provide crimp seals or closures that are sufficientlystrong to remain gas-tight even when the shell is subjected to aloading.

One possibility to create the overpressure in the pellet shell in theabsence of an external loading which compresses the shell is to injectpressurized gas into the shell at some point of the blow molding orfilling process to create the desired degree of overpressure and thenseal the shell to maintain the overpressure.

Another possible variant is to provide the shell outer surface withirregularities to control the mobility of shells one with relation toanother. Those irregularities can be used to form a non-slip surface,which will make it less likely for pellets to roll back on conveyorbelts or other automatic handling equipment. The irregularities can beformed by machining the mold cavity with the proper pattern.

FIG. 52 is a flowchart of another process variant for applying a shellon the pellet. In this variant, at step 5810, the shell is formed usingform-fill-seal technology. Typically, in form-fill-seal technologymanufacturing processes, a tube is formed from a film and then filledwith bitumen (or bitumen/additive mixture). In one example ofimplementation a single film layer is used to form the tube. The filmlayer in a planar condition is directed toward a conical mandrel, whichis called the forming tube. The reader will understand that this filmmay be provided directly from the outlet of an extruder or unwound froma roll.

When the center of the film is near the forming tube, the outer edges ofthe film form flaps that are progressively wrapped around the formingtube in order to form the film in a tubular structure in which thelongitudinal edge portions overlap. The tubular structure is pulleddownward around the outside of the forming tube and a verticallyextending heat-sealing bar pinches the overlapping edge portions tubularstructure against the forming tube to create a “fin seal”, thus bondingthe overlapping areas of film to each other to form a seam. A horizontalsealing bar creates a bottom crimp seal by pinching the tubehorizontally, bonding the film together, and cutting off any film below.This sealing bar can be on a fixed height, which is called anintermittent sealing process. Faster systems include a sealing bar thatmoves down with the bag while sealing. This is called a continuousprocess.

As described herein, a crimp seal can, thus, be formed by applying heatand pressure to the opposing walls of the shell that are to be joined.

At step 5820, liquid bitumen (or bitumen / additive mixture) is injectedinto the shell formed by the film tube. The amount of liquid bitumen (orbitumen / additive mixture) is metered through the forming tube in thecenter of the bag.

At step 5830, the horizontal sealing bar seals the top of the shell,simultaneously forming the bottom seal of the next shell above. Thisfilled shell is then cut off from the tube and is now a pellet.Advantageously, shrink film may be used as the shell material and theprocess may include the addition of an optional step 5440 where aradiant heat source can be used to shrink wrap the film to thebitumen-based core after filling and sealing.

During the final sealing process step 5830, the shell may be furtherfilled with pressurised air from a blower or from an inert gas supply,such as nitrogen, creating an overpressure in the pellet such as toensure that the formed pellet would retains its shape under load.

An example of a form-fill-seal apparatus that can be used to implementthe process of FIG. 52 is shown at FIG. 53 .

A form-fill-seal apparatus 5900 that makes bitumen pellets 300 includesa vertical hollow conical forming tube 5940. The apparatus 5900 includesa film supply station 5964 that feeds a layer of film 5950 towards theforming tube 5940. The film supply station 5964 includes a supply rollfeeding a layer of film 5950 through a series of guide rollers, whichdirect the film towards the tube 5940. A guide structure 5945 adjacentthe conical forming tube 5940 progressively closes the film over theconical forming tube 5940, essentially wrapping the film around theconical forming structure 5940 in a way such that the longitudinal edgesof the film slightly overlap each other. The tubular film structure thatis supported and guided over the conical forming tube 5940 is pulleddownward, by a pair of rotating belts. A vertical heat-sealing bar 5960clamps overlapping edges of the film so as to form a seam. The verticalheat-sealing bar operates on a continuous basis, in other words itdefines a gap with the surface of the forming tube 5940 and theoverlapping edges of the film are guided in that gap. As the overlappingedges slide through the gap of the sealing station 5960 the heat andapplied pressure fuses the overlapping edges to each other, thus formingthe seam.

Note that variations are possible. For example, the bag formed in theprocess may be gusseted, or twisting the bag etc. may perform thesealing. These all fall into the category of form-fill-sealing.

The film structure downstream the heat-sealing bar 5960 is thuscompletely closed peripherally and it is ready to receive a load ofliquid bitumen (or bitumen / additive mixture). Pressurized bitumen ispumped through the upper open end of the forming tube 5940 and it isguided by the forming tube 5940 toward the peripherally closed tubewhere it accumulates. Horizontal sealing bars 5970 create a bottom crimpseal 5980, effectively sealing the bottom of the tube. The crimp seal isa double crimp: it has the effect of sealing the upper end of theoutgoing pellet 300 and also the bottom end of next pellet in line. Thecrimp seal is such that the tube is completely severed between the twocrimp seals such as to separate the pellets 300 from each other.

Optionally, the form-fill-seal apparatus 5900 may include a radiant heatsource (now shown) positioned downstream from the horizontal sealingbars 5970, which can be used to shrink wrap the film to thebitumen-based core after filling and sealing.

The structure of the pellet produced by the apparatus 5900 is shown atFIG. 54 .

The pellet 300E includes a central bag-shaped portion including a crimpseal area 5991 at the upper end and a crimp seal area 5992 at the loweropposite end. The crimp seal areas 5991 and 5992 extend generallytransversally to the longitudinal axis of the pellet 300E. Note thatwhile the crimp seal areas 5991 and 5992 are shown as being straight,variations are possible. The crimp seal areas 5991 and 5992 can beoblique with relation to the longitudinal axis or of an arcuate (eitherconvex or concave shape). A longitudinal crimp 5993 forming the tubeseam runs from the top crimp seal 5991 to the bottom crimp seal 5992.Note that the longitudinal crimp seal 5993 is sealed at the top andbottom crimp seals 5991 and 5993, which occurs when the sealing bars5970 pinch the tube including the horizontal seam to form the crimpseal.

In a possible variant, the blow-fill-seal process described above can bemodified so as to include a two stage form-fill-seal process to obtainnested shells. In other words, the resulting pellet has an internal(inner) shell and an external (outer) shell. In this variant process,the liquid bitumen (or bitumen / additive mixture) is loaded into aninternal shell, which advantageously is made of a thin polymer film. Theresulting sacs are cooled to make them into firmer pieces that can behandled with automatic equipment. Note that the structural strength ofthe internal shell is not a primary consideration since the equipmenthandling the bitumen pieces is designed to avoid overstressing them. Thepurpose of the internal shell is primarily to form a non-sticky surfaceto avoid the bitumen pieces from sticking to equipment surfaces and toeach other. The bitumen pieces are then placed into outer shells madewith optionally thicker polymer film. The outer shells are inflated,such as by pressing them, followed by a hermetic sealing operation tocompletely enclose the bitumen piece. This is essentially aform-fill-sealing of a liquid stream followed by a form-fill-sealing ofdiscrete bitumen pieces. Advantageously, such variant process avoidsbitumen contamination of the thicker container and/or seal thereof. Alsonote that it is possible to design the two-stage form-fill-seal processsuch as to place two or more bitumen pieces into a single outer(external) shell.

FIG. 21 is a flowchart of a process for performing the storage ofbitumen in pelletized form. Traditionally, bitumen is stored in liquidform into large tanks. The bitumen is pumped into the tank and remainsthere until it is needed. The problem of storing bitumen in liquid formin a tank is that the tank can eventually develop a leak, which wouldcreate an environmental hazard. Additionally, tank storage typicallyrequires heating the bitumen and/or adding diluent to the bitumen and/oradapting means heating to the tank so as to keep the bitumen at aviscosity state which allows pumping the bitumen out of the tank. Thenovel methods proposed in this application perform the storage ofbitumen in solid form. In particular, the bitumen is pelletized by anyone of the methods and devices described earlier. The resulting pelletsare stored at a desired location and can remain there indefinitelywithout risk of leakage. Since the pelletized bitumen cannot leak, afluid tight storage tank is no longer required to hold the bitumen. Anyinstallation, such as a warehouse or silo can be used for storing thebitumen pellets, as long as it provides a shelter to prevent directexposure of the pellets to the elements. Alternatively, the pellets canbe stored outside in bulk, optionally covered by a tarp.

Since the pellets, especially those provided with an external shell, arecrush resistant and also non-sticky, automatic handling equipment can beused to transfer the pellets to the storage location and later to pickup the pellets from the storage location and transport them elsewhere.Examples of such handing equipment will be described later.

A factor to take into consideration when storing the bitumen inpelletized form is to provide storage conditions in which the pelletswill maintain their structural integrity. Storage temperature is one ofthose conditions. Since temperature affects the viscosity of the bitumencore of the pellet and also the structural integrity of the shell, thestorage temperature should be maintained within the range at which thepellet remains solid. In practice, the storage temperature would rarelybe an issue because the temperature at which the pellets begin to losetheir structural integrity is rarely encountered in practice.

To summarize, the method 2500 of storing pellets includes the step ofproviding bitumen in pelletized form, as illustrated at step 810,followed by placing the pellets at the desired storage location at whichthe temperature is controlled such that the pellets will remain solid,as illustrated at step 2520.

The flowchart of FIG. 22 illustrates a different aspect of the storagemethod, which takes into consideration a different factor in order tomaintain the structural integrity of the pellets. The methods 2600includes the step 810 of providing the bitumen pellets and then storingthe pellets (step 2620) while controlling the height of the bulk such asnot to exceed the crush resistance of the pellets that are at the bottomof the pile. Since the crush resistance of the pellets is known, or canbe determined by the test disclosed in this application, the maximalheight of the bulk that pellets at the bottom can carry without breakingup, can be computed. A safety factor can be applied to this maximalheight computation to take into consideration dynamic forces arisingduring the loading or unloading of the pellets from the bulk.

FIG. 23 illustrates a flow chart showing the main steps of the mostcommon industrial use of the bitumen pellets. The flowchart has two mainsteps including step 810 of providing bitumen pellets and step 90 atwhich the pellets are amalgamated into a coherent bitumen-based massthat can be subjected to further processing such as refining.

FIG. 26 illustrates a system for amalgamating pellets into a coherentbitumen-based mass. The system 3000 is essentially an extruder that usesheat and mechanical pressure to shred the pellets and agglomerate themtogether. The extruder 3030 includes a feed hopper 3010 in which pellets300 are loaded. The extruder 3030 has an internal screw mechanism 3020that shreds the pellets 300 into small bits, which are then subjected toheat in order to melt the additive(s) (e.g., polymer or polymers) thathave been used originally to pelletize the bitumen. The temperature atwhich the bitumen/additive(s) mixture is exposed is above the meltingtemperature of the additive(s) used. At that temperature, theadditive(s) are mixed with the bitumen and the mixture is expressedthrough the outlet of the extruder 3030 at 3430. The mixture at theoutlet 3430, therefore, contains a major fraction of bitumen and a minorfraction of additive.

The flowchart in FIG. 24 illustrates in greater detail step 90 of theflowchart of FIG. 23 , performed according to a variant in which theadditive (e.g., polymer) in the bitumen/additive mixture is removed atleast partially before the refining operation. The advantage of removingthe additive (e.g., polymer), at least partially, is that the refiningoperation can be performed without any modification. There is no need tomodify the process such as to recover the additive (e.g., polymer)fraction.

One of the concepts underlying the removal of additive from the pellets300 is that upon application of sufficient heat for sufficient time, thepellets liquefy and the resulting liquid may be further processed (e.g.,heated or processed to induce coalescence) or sent as is to a vessel forgravity separation. Alternatively, when the pellets 300 include a shell320, one can apply heat on the pellets according to a three-stepprocess. In a first step, the pellets 300 are pre-heated to soften theencapsulating additive. In a second step, the heated pellets arefragmented into small pieces either through shears, rollers, grinder ora rotating screw. In a third step, the small pieces are heated until oneobtains a final hot liquid stream. Further, in order to be moreeffective with heat energy management, the final hot liquid stream(before additive separation) can be looped back around and fed into theincoming pellets, thereby acting as a form of heat transfer from theliquid to the solid pellets.

Once liquefied, if the heated mixture of additive (e.g., polymer) andbitumen is undisturbed, the additive (e.g., polymer) will separate fromthe bitumen. For example polyethylene (PE) which has a lower densitythan bitumen would cream to the top after a residence time required forseparation in the separation vessel in the range of about 5 min to about2 h. Advantageously, the rate and efficiency separation of the additivemay be enhanced by using a cyclone, centrifuge, in-line coalescer, orshearing/mixing of the mixture (optionally in the presence of heat) toinduce coalescence of additive pieces/droplets. The top phase rich inadditive (e.g., polymer) may be skimmed off, continuously drained orcollected on a screen depending on the temperature of operation andadditive content. Further settling with or without increase intemperature and/or use of a screen may be required to remove as muchbitumen from the additive phase as possible.

As shown in FIG. 24 , step 90 optionally includes the sub-step 2820 atwhich the shell is separated from the bitumen/additive core mixture.

An apparatus for performing the removal of the additive is shown at FIG.27 . The apparatus 3100 includes the extruder 3030 that was described inconnection with FIG. 26 . The difference is that instead of directingthe bitumen/additive (e.g., polymer) mixture at the outlet 3430 directlyto the inlet of the refining process, the bitumen/additive mixture isdirected to a separator 3260 that separates the additive from themixture. In this example of implementation, the separator 3260 operateson the basis of gravity. Since the bitumen and the additive havedifferent densities and the additive has low solubility into bitumen,they will naturally separate from each other. More particularly, theseparator 3260 includes a vessel with an inlet in which is dischargedthe mixture bitumen/additive. The vessel has 2 outlets 3404 and 3402.The outlet 3402 releases the heavier fraction of the mixturebitumen/additive, which is the bitumen. The outlet 3404 releases thelighter fraction, which is the additive. While not shown here, asdiscussed previously, in order to enhance the rate and efficiency ofseparation of the additive, a device to induce coalescence of additivedroplets can receive the mixture from the outlet 3430 upstream of theseparator 3260, process the mixture (optionally with the addition ofheat), and then the processed mixture is directed to the separator 3260.

An internal partition 3264 separates the vessel into zones, the 1st zonewhich is the largest is associated with the outlet 3402 while the 2ndzone which is the smaller one is associated with the outlet 3404. Thepartition 3264 leaves a gap 3266, defined between the top of thepartition and the vessel inner top wall through which material in thelarger zone of the vessel can overflow in the smaller zone. Note thatthis description is intended as a generalized explanation of gravityseparation. In practice, the apparatus for performing the process wouldneed to be designed by taking into consideration the high viscosity ofthe different materials and may require pressurized vessels andmechanical conveying devices that can displace highly viscous streams.

Although not shown in the drawings, it will be understood that each oneof the outlets 3404 and 3402 are provided with suitable valves that canselectively control the flow of material through the outlets.

In operation, the mixture bitumen/additive is released into the vessel.The level of fill is selected such that it is slightly below the top ofthe partition 3264. The mixture is allowed to settle for some time; theadditive fraction and the bitumen fraction will separate into layers,with the additive fraction floating on the bitumen fraction, as it isless dense. Once the separation has been made, additional mixture isintroduced in the vessel, which raises the level of fill and causes theadditive layer to overflow in the 2nd smaller zone. The additive can beextracted from the outlet 3404 periodically. Similarly, by periodicallyopening the valve at the outlet 3402, bitumen is removed from thevessel. The reader will understand that the additive fraction mayinclude a mixture of more than one polymer (e.g., a mixture of LDPE andHDPE) resulting, for example, from using one polymer in the shell andanother polymer in the core.

Note that during the separation process, heat must be applied to thevessel such as to maintain the various fractions of the mixture, inparticular the additive (e.g., polymer), in a liquid state.

FIG. 25 is a flowchart of a variant of the process for separating theadditive (e.g., polymer) from the mixture bitumen/additive. The variantis characterized by the fact that it is less energy intensive as it doesnot require melting the entire additive in the pellets before aseparation can be performed. The process 2900 includes the step 2910,which consist of providing bitumen pellets with a shell, as describedearlier in this application. At step 2920 the pellets are processed suchas to mechanically remove the shells from the pellets, thus separatingthe pellets into shells on the one hand and cores on the other hand.Then, the cores are processed as described above in connection with step90 to separate the bitumen from the additive intermixed therewith.

Step 2920 can include a pre-heat treatment of the pellets to a specifictemperature so as to reach the softening point of the additive. By doingso, the shell softens and can be readily crushed and or shredded byexertion of relatively small amount of force. Breaking or cutting of thepackaging/shell additive releases the filling (bitumen/additive mixture)that is liquid-like at that temperature. The shredded additive materialin the case of a thicker shell will float in the liquefied mixture andtransferred in the liquid in the form of a slurry. The heating andbreaking of the pellets can be performed in a heated extruder type unitor a shredder with pre-heating e.g., with a sharp screw cutting throughthe softened shell, for example a screw auger. The pieces of the brokenshell float in the liquefied filling stream at the outlet of the shellremoval unit. These pieces can be collected on a screen or skimmed offof the top after gravity settling. The pieces are coated with a layer ofbitumen that may be effectively washed from the surface using ahydrocarbon solvent upon cooling. The same system may be used to breakdown the pellets and melt them if a thin film (either co-extruded ordeposited) or bag is used as the shell material. An apparatus forperforming step 2920 is illustrated at FIG. 28 . The apparatus includesa conveyor belt that supplies pellets 300 at a separator station 3110.The pellets 300 include cores 310 and shells 320. The separator station3110 operates to mechanically break the shells 320 and express thebitumen cores 310. That operation is performed by mechanical action andalso by the selective application of heat.

More specifically, the separator 3110 includes a screen 3120 and anoutlet 3240 through which is recovered the bitumen. While not shown inthe drawings, the separator station 3110 includes a piston, whichcompresses the pellets 300 against the screen 3120. The temperatureduring this compression operation is controlled such as to be highenough in order to decrease the viscosity of the bitumen as much aspossible while not surpassing the melting point of the shell. To achievethis objective, the use of two different types of polymers, one formixing with the bitumen and another for making the shell 320 isadvantageous. By using a polymer for making the shell 320 which has ahigher melting temperature, it is possible to elevate the processtemperature at a level which is above the melting temperature of thepolymer in the cores 310 while being below the melting temperature ofthe shells 320. In this fashion, the viscosity of the cores 310 isreduced and at the same time, the shells 320 remain solid.

When the mechanical piston applies pressure on the pellets 300 at thattemperature, the shells 320 will crack open allowing thebitumen/additive (e.g., polymer) mixture in the cores 310 to ooze outand be expressed through the outlet 3240. When the compression cycle iscompleted and the piston reaches the end of its travel, the crackedshells 320 are retained inside the screen 3120, while the majority ofthe bitumen has been recovered through the outlet 3240.

The piston is then retracted and the shells 320 are removed to clean thescreen 3120. The apparatus is then ready for another cycle of operation.

The advantage of the apparatus at FIG. 28 is that it requires a lesseramount of energy to separate the additive (e.g., polymer) from thebitumen in that no melting of the shells 320 is required as they aremechanically separated from the bitumen cores 310.

Note that the bitumen released from the outlet 3240 still containsadditive (e.g., polymer). That additive can be removed by using theapparatus illustrated at FIG. 27 .

FIG. 57 illustrates another apparatus for performing the removal of theadditive. The apparatus 6200 includes a feed hopper 3010 in whichpellets 300 are loaded. The apparatus 6200 also includes an in-lineshredder 6270 that shreds the pellets 300 into small bits. Prior toshredding a batch of incoming pellets, however, the apparatus 6200 feedsthrough inlet 6280 hot liquid bitumen / additive mixture onto the batchof incoming pellets, where the mixture is at a temperature sufficient tosoften the pellet additive. The hot liquid mixture is diverted from theoutlet 6230 of the apparatus 6200 and it is heated at a temperatureclose to the softening point of the additive. The incoming pellets andthe diverted mixture pass through the in-line shredder 6270, which cutsthe pellets in small bits. The hot mixture facilitates the shreddingoperation by softening the pellets. The shredded pellets are deliveredto an auger 6240 leading to a screen 6210 that filters out shreddedshell material, which can be recovered at outlet 6220. Thebitumen/additive mixture passing through the screen 6210 is recovered atthe outlet 6230, and contains a major fraction of liquid bitumen and aminor fraction of additive. A portion of the bitumen / additive mixtureis diverted back, as described above while the rest of the mixture isfurther heated to above the melting point of the additive and sent intoa separator 3260′ for separation of bitumen and additive. While notshown here, as discussed previously with respect to apparatus 3100, inorder to enhance the rate and efficiency separation of the additive, adevice to induce coalescence of droplets in the bitumen phase canreceive the mixture from the outlet 6230 upstream of the separator3260′, process the mixture (optionally with the addition of heat), andthen the processed mixture is directed to the separator 3260′. Theseparator 3260′ can be similar in structure to the separator 3260described previously. The separated fractions exit through outlets 3402and 3404.

FIG. 29 illustrates a flowchart of a process for recycling the additivewhen this additive is a polymer, which is recovered when the bitumen isextracted from the bitumen pellet before the refining process. Thepolymer has economic value and can be reused for pelletizing bitumenagain or for another purpose.

The process 3300 includes the step 810 of providing bitumen pellets, thestep 820 of transporting the pellets to a remote location, and the step90 of processing the pellets to recover the bitumen such that it can beprocessed further as into a refinery. The step 90 includes the optionalsub step 2820 at which the shell can be removed from the pellets forinstance by using the apparatus shown at FIG. 28 . Next, at least aportion of the additive (e.g., polymer) is separated from the bitumenmixture at step 960, by solvent-assisted extraction or by gravityseparation by using the apparatus shown in FIG. 27 or FIG. 57 .

The additive (e.g., polymer) recovered from sub step 2820 and/or fromstep 960 can be reused. One option, illustrated by step 3380 is totransport the additive (e.g., polymer) back to the same or a differentpelletizing site where it can be reused to pelletize bitumen again. Forconvenience, the recovered additive (e.g., polymer) can be processed togrind into fine particles, and pelletized into solid beads which areeasier to transport. The additive (e.g., polymer) is then loaded intocontainers, ships, railcars or trucks and shipped back to thepelletizing site where it is reused.

Another option, as shown by the step 3360 is to sell the additive (e.g.,polymer) locally. This option may be preferred if transporting theadditive (e.g., polymer) back to the pelletizing site is tooinconvenient or not sufficiently economical.

FIG. 30 to FIG. 37 each illustrates different ways for handling andtransporting pellets 300 in bulk.

As shown in FIG. 30 , the pellets 300 are carried in freight railcars245. The railcars shown are of the gondola type, which is normally usedto transport loose bulk commodities. The railcars 245 are open toprailcars; they have no roof, thus allowing loading and unloading thebulk material from the top. The system 3400 includes equipment to loadthe railcars 245 which includes a mechanized loader 3410, which has ascoop mounted on an articulated boom. The loader 3410 operates the scoopto either load or unload the railcars 245. It will be understood thatthe ability of the pellets to resist crushing and their non-sticksurfaces makes this operation possible. Otherwise, they will stick toeach other and also adhere to the walls of the railcars 245 and also tothe equipment for loading and unloading them, thus making the operationmore complicated and uneconomical.

FIG. 31 illustrates a variant system 3500 in which the freight railcars245 are unloaded from the bottom by using a mechanized conveyor system3510. The railcars 245 are equipped at the bottom with discharge gates(not shown in the drawings) that allow discharging the contents of therailcars 245 by gravity. In this example, the discharge gate is locatedabove the end of a mechanized conveyor 3510 that transports the pellets300 discharged from the gate and accumulates the pellets 300 on a heap.This operation is made possible due to the fact that the pellets 300 canflow in bulk under the effect of gravity; they will not stick to eachother or to the equipment, which otherwise would make the flowimpossible.

FIG. 32 illustrates another option of system 3600 for unloading afreight railcar 245 that also relies on gravity. In this example, thefreight railcar 245 is mounted on a rotary structure 3610 that canrotate the car 245 about its longitudinal axis, essentially flipping itover such that its contents flow out through the top and accumulate on aheap. Again, the ability to unload the railcar 245 by flipping it overis made possible by the non-stick/crush resistance properties of thepellets 300, which otherwise would stick to the walls of the railcar 245and/or would crush when dropped from the railcar onto the heap.

FIG. 33 illustrates yet another possible method 3700 for unloading therailcars 245 which uses gravity assisted by vacuum. The railcars 245have discharge gates 3740 which connect to a collection system 3710. Thecollection system 3710 has a series of inlets 3720 that connect torespective discharge gates 3740 of the railcars 245. Vacuum is createdin the collection system 3710 such that the pellets 300 are sucked awayfrom the railcars 245 through the discharge gates 3740. The pellets 300are ejected from an outlet shown by the arrow. As mentioned above, theability of the pellets to resist crushing forces and to resist adheringto each other or to the equipment makes this form of handling possible.

FIG. 34 illustrates a method 3800 for unloading a freighter 345. Themethod involves a mechanized conveyor 3810 that reaches into the cargobay of the freighter 345 to carry the pellets 300 and accumulate them ona heap.

FIG. 35 illustrates a variant 3900 for transporting pellets 300 thatincludes freight railcar 245, which is protected by a liner 3910 toprevent the walls of the railcar 245 from being soiled by bitumenreleased from the pellets 300. Although the pellets are intended to becrush resistant and non-adherent, some parts of a pellet 300 can chipaway exposing the bitumen core that can stick to the walls of therailcar 245. In addition, some dust or loose particles from the pellets300 will likely accumulate at the bottom of the railcar 245. This isundesirable since the railcar isn’t likely to be reserved only fortransporting bitumen pellets 300. In most instances, the railcar 245 islikely to be used to carry different commodities, which may be pollutedby the bitumen residue. For that reason, a liner 3910 is used that willcollect all residue and avoid the necessity of cleaning the railcar 245after the pellets 300 have been unloaded. Although the installation andthe removal of the liner 3910 constitute additional operations, they maybe preferred over the necessity to clean the railcar walls.

FIG. 36 illustrates schematically a railcar 4010, which is provided witha temperature sensing system to identify potentially hazardousconditions during which the bitumen pellets might be exposed to hightemperatures and may start liquefying. Although these situations areunlikely to occur in practice due to the large temperature range atwhich the pellets remain solid, there may be some applications wheresuch warning system is useful. For instance, as discussed earlier it ispossible to reduce the amount of additive added to the bitumen ininstances where the bitumen pellets will be transported at very lowtemperatures, such as during wintertime. When the pellets will remain ata low temperature less additive is needed since the low temperatureswill keep the bitumen/additive mixture highly viscous. This option iseconomically interesting for two reasons. First, less additive isrequired to pelletize the bitumen. Second, less energy is required torecover the bitumen before refining it since less additive needs to bebrought to its melting temperature.

However, if low temperature is being relied upon to maintain the pelletsin solid form, there may be instances during which the train crew maynot be able to fully control the temperature; the temperature mayincrease sufficiently during an unexpectedly warm weather to soften thepellets enough such that they start sticking to each other or to thewalls of the equipment.

The temperature sensing system 4030 includes one or more temperaturesensing probes that sense the temperature inside the cargo area 4020 ofthe railcar 4010. If the temperature exceeds a threshold, thetemperature sensing system 4030 sounds an alarm. The alarm can becommunicated to the crew of the train, preferably wirelessly or througha wayside detector system, to let them know that the pelletized bitumenis softening. Optionally, the railcar 4010 may include an emergencycooling system, operating on the basis of the refrigeration cycle tocool the cargo area of the railcar 4010 sufficiently and avoid thepellets from melting. While the temperature sensing system 4030 has beenshown in the context of sensing the temperature inside the cargo area4020 of a railcar 4010, it will be understood that the temperaturesensing system 4030 can also be implemented in the context of sensingthe temperature inside the cargo area of a maritime vessel or of atruck.

FIG. 37 illustrates a variant of a cooling system, which is simpler andis based on airflow. The railcar 4010′ includes vents 4114 and 4112 thatcan create an airflow through the cargo area 4020′ such as to lower thetemperature of the cargo area when the train is in motion. Note that thevents 4114 and 4112 should be made small enough to avoid the pelletsfrom flying out on the vents. One option is to provide the vents with ascreen that will permit airflow but will block the egress of thepellets. Again, a similar cooling system can be adapted for implementingin the cargo area of a maritime vessel or of a truck.

EXAMPLES

Details of specific practical implementation of the present disclosurewill be further described in the following examples.

In the following examples, there are described experimental studies todetermine the impact of addition of a polymer on the properties ofbitumen, assess the separation efficiency of polymer from bitumen atelevated temperature, quantify the entrained bitumen in polymer upongravity separation at elevated temperature, and evaluate the quality ofthe bitumen separated from the polymer phase.

1. Materials

The materials used in the following experimental studies are detailed inTable 1 below:

TABLE 1 Material Source Naphthalene Paraffin Wax Polyethylene WaxBeeswax Polyethylene Glycol Wax Soap PolycaprolactonePolyethylene-co-vinyl Acetate (PEVA) Polypropylene (PP) LDPE GladPlastic Wrap LDPE DOW 959S Thermoplatic Poly Olefin DOW 8402 LLDPE DOWDNDB1077 HDPE - Bitumen Fort McKay Toluene Fisher, Reagent Grade

Where LDPE means “Low-density polyethylene”, TPO means “thermoplasticpolyolefin”, LLDPE means “Linear low-density polyethylene” and HDPEmeans “High-density polyethylene”. Bitumen is typical cleaned bitumenfrom SAGD operation, and having an initial boiling point of about 200°C. The toluene used had >99% purity.

Out of the above listed materials, PEVA and PP both performed relativelywell in providing structural strength to bitumen when used as anadditive compound. Optimization of their performance as additivecompound in the herein described solidification process may be performedby proper selection of polymer grades, e.g., in case of PEVA: the vinylacetate content for lower adsorption capacity and in case of PP: a gradewith a higher plasticizer content for higher impact resistance.

Various grades of polyethylene (PE) demonstrated all the main propertiesidentified for a desirable additive for the reversible solidification ofbitumen. They showed adequate compatibility with bitumen andconsistently increase the viscosity of bitumen upon addition and thePE/bitumen mixtures showed solid-like behavior at room temperature at ahigh enough level of polymer content. Despite the adequate miscibilityof PE/bitumen mixtures, even at low polymer contents, such mixturesreadily separated into two phases in a matter of minutes once heatedto >100° C. and left undisturbed. Overall, polyethylene such as LDPE,LLDPE and HDPE showed low cost, low solubility, good structuralstrength, good separation, and relatively low melting point.

2. Methods 2.1. Solubility of Polymer in Bitumen and in Organic Solvents

Solubility of polymer LDPE was first tested in organic solvents tolueneand n-decane.

In order to test the solubility of polymer in toluene at roomtemperature, 0.020 g of low-density polyethylene (LDPE) was added to 200g of toluene (0.01 wt.% LDPE in toluene) and the mixture was heated to80° C. to solubilize a fraction of the polymer in the solvent. Once themixture was cooled to room temperature the liquid phase turned milkyindicating that a fraction of the solubilized polymer had precipitated.Therefore, the solubility of LDPE in toluene at room temperature wasdetermined to be lower than 0.01 wt.%.

A similar procedure was followed to determine the solubility of LDPE inn-decane. 0.01 wt.% LDPE (in pellet form) was added to n-decane and themixture was heated to >100° C. before a significant decrease in the sizeof the pellet was observed (indicating dissolution of the pellet in thesolvent). The mixture turned turbid as it cooled to below 80° C.indicating precipitation of polymer and a solubility less than 0.01wt.%.

Solubility of LDPE was then tested in bitumen.

To determine the solubility of LDPE in bitumen at 150° C., 20 g ofpolymer was added to 80 g of bitumen (20 wt.%) and the mixture washeated to 150° C. and held at that temperature for 2 h. The bitumenphase was then drained and analyzed for polymer content using the methoddescribed in the next section. The concentration of LDPE polymer in thebitumen phase obtained at 150° C. was <0.03 wt.%. This indicates a verylow solubility of LDPE in bitumen at the elevated temperatures testedfor efficient mixing of polymer and bitumen.

2.2. Analysis of the Polymer Content in Bitumen/Polymer Mixtures

To quantitate polymer content in bitumen/polymer mixtures, a series ofpolymer/bitumen mixtures with known polymer content were prepared. Eachsample was then solvent-extracted using toluene. Briefly, thepolymer/bitumen mixture was mixed with toluene at a ratio of 1:5 - 1:10(mass sample: mass toluene, where the ratio of added toluene was higherfor samples with higher polymer content) and filtered using a 0.2 µm(nominal pore size) filter. The amount of polymer recovered after dryingin the fume hood for 24 h was quantitated and compared to the amount ofpolymer used to prepare the sample. The results are provided in Table 2:

TABLE 2 Sample # Polymer Content Deviation In Prepared Sample FromAnalysis % 1 0.50% 0.58% 16.0 2 1.0% 1.08% 8.0 3 1.0% 1.05% 5.0 4 16.6%16.3% -1.8 5 40% 41.4% 3.5 6 40% 43.8% 9.5

As shown in table 2, the estimated polymer contents are in most caseswithin 10% of the original value. The polymer contents appear to beconsistently overestimated, as expected, because some of the entrainedbitumen could not be accessed by the solvent at room temperature. Theentrained bitumen in the polymer phase would cause a positive error inthe polymer content estimated based on the total weight of the separatedpolymer phase. Nevertheless, the obtained results indicate the adequacyof the developed method for estimating the polymer content inbitumen/polymer for the purpose of this study.

2.3. Analysis of the Bitumen/Polymer Mixture

Samples prepared for demonstration and characterization purposes weresubjected to compression and impact to demonstrate the possibility ofproducing solidified bitumen samples with reasonable levels ofdurability using polyethylene as an additive and/or shell material.

Quantitative assessment of some non-mechanical properties relevant totransportation of bitumen as a solid was performed. The analysesperformed include: determination of the impact of polymer addition onthe flash point of bitumen, and determination of the impact of polymercontent on the viscosity of the mixture with 0.5 wt.% polymer addition.The viscosity measurements demonstrated the decrease in the mobility ofthe material upon addition of small quantities of polymer, which is ofparticular interest for pellets with thicker shells.

2.4. Preparation and Separation of Polymer/Bitumen Mixtures

The samples were prepared by mixing a premeasured amount of polymer (inmost cases in the form of beads) with 100-150 g of bitumen in a 250 mlglass jar at an elevated temperature. To minimize the loss of lighterhydrocarbons vaporized during the heating and cooling cycles, the glassjar was covered by a lid equipped with tight hole for insertion of themixer shaft and the thermocouple. The mixture was heated to 140-145° C.on a hot plate while mixing at 250 rpm and held at that temperature for15-30 min until the polymer beads (or pieces) would not be visible onthe top once the mixing was stopped for 10-15 seconds. Subsequently, theheating was stopped and the mixture was then cooled to about 80° C.while mixing at 80 rpm for sampling.

In order to assess the effectiveness of gravity settling for separationof the polymer from the bitumen, the prepared mixture was transferred toa capped separator funnel and heated in an oven at a set temperature fora period of time of from 30 min to 1 hr. The polymer phase samples werescraped from the top phase of the funnel upon cooling to about 80° C.and the separated bitumen samples were obtained from the bottom of thefunnel through the sampling valve. For enhanced separation using ascreen, a special sealed set-up was designed and fabricated. The systemconsisted of two glass jars that were sealed together with an internallythreaded cylinder and Teflon gasket system that could allow placing asteel mesh disc between the jars. The bitumen/polymer mixture was addedto one of the jars prior to assembly. The sealed unit was then placed inan oven and inverted in order to pass the liquid bitumen through themesh while leaving the separated polymer behind.

2.5 Analysis of the Separated Bitumen

The following analyses were performed on both the original bitumen andthe bitumen obtained after polymer separation to determine the impact ofresidual polymer and the separation process on the quality of bitumen.

Test Method Parameter ASTM D3828, Procedure B Flash Point ASTM D445Kinematic Viscosity (cSt) @ 25° C. Kinematic Viscosity (cSt) @ 50° C.Kinematic Viscosity (cSt) @ 149° C. ASTM D4807 Sediment In Crude(Filtration), ppm ASTM D5002 API Gravity, °API @ 15° C. Relative Density@ 15° C. Absolute Density @ 15° C., kg/m3 ASTM D5853 Pour Point, °C. /°F. ASTM D6304 Water content, mass% ASTM D664M Total Acid Number,mgKOH/g ASTM D7169 Simulated Distillation (°C.), mass% off GL-59Asphaltenes, C5 Insolubles, mass%

Furthermore, the boiling point distribution of the bitumen entrained inthe polymer phase after gravity separation was also analyzed todetermine whether certain fractions of bitumen were preferentiallysorbed by the polymer phase.

3. Results 3.1. Effect of Polymer Addition on the Viscosity of Bitumen

The viscosity (at 25° C. and 50° C.) of original bitumen andbitumen/LDPE mixtures is reported in Table 3. Addition of 2 wt.% polymer(on bitumen basis) to the bitumen increases the viscosity by ~60% whileadding 5 wt.% polymer more than doubles the viscosity. The mixture alsoshows some non-Newtonian behaviour and has a higher viscosity at lowershear rates. The product has the appearance of a paste withsignificantly decreased mobility compared to the original bitumen. Theviscosity of bitumen and bitumen/polymer mixtures at 25° C. and 50° C.is shown in Table 3.

TABLE 3 LDPE Content Viscosity, cP % Increase in Viscosity over originalBitumen 25° C. 50° C. 25° C. 50° C. 0 201600 8836 - - 2 wt.% 33530013900 66% 57% 5 wt.% 469100 20220 133% 129%

The high intrinsic viscosity of bitumen limits the tendency of thismaterial to spread upon spillage or release. Emulsifying a small amountof polymer in bitumen further reduces the mobility of this materiallimiting the risks involved in possible release of the material to thesurrounding environment in the case of an accident. It is noteworthythat the increase in the viscosity caused by addition of 2-5 wt.% ofpolymer is almost an order of magnitude larger than the expectedincrease from emulsification of an inert material in oil indicatingstrong interactions between bitumen and emulsified polymer droplets.

3.2. Effect of Polymer Addition on the Flash Point of Bitumen

The flash point of the original bitumen and bitumen/LDPE mixture wasmeasured using ASTM D3828 in order to determine if the addition ofpolymer would have an effect on the dangerous goods classification ofthe product.

Under Part 2 of the Transportation of Dangerous Goods (TDG) regulationsof Canada, a flammable liquid is defined as a liquid that has aflashpoint less than or equal to 60° C. (using a closed cup method) oris expected to be at a temperature greater than or equal to its flashpoint at any time while in transport. Flammable liquids are assigned toone of the following packing groups for the purpose of transportationbased on thresholds for initial boiling point (IBP) and flashpoint (FP):

-   a) Packing Group I: initial boiling point of 35° C. or less at an    absolute pressure of 101.3 kPa and any flash point;-   b) Packing Group II: initial boiling point greater than 35° C. at an    absolute pressure of 101.3 kPa and a flash point less than 23° C.;    or-   c) Packing Group III: if the criteria for inclusion in Packing Group    I or II are not met.

The results of the flashpoint test are reported in Table 4.

Sample Flash Point (°C.), ASTM D3828, Procedure B Bitumen 141.5Bitumen + 5 wt.% LDPE 147.5

Both the bitumen and the bitumen/LDPE mixtures have a flashpoint >60°;thus, neither product would be classified as a flammable liquid. It isto be noted that addition of LDPE polymer to bitumen increases the flashpoint of the mixture of bitumen / polymer relative to that one of thebitumen without addition of polymer by at least 4%.

4. Separation of Polymer and Bitumen

For removal of the polymer from bitumen, the mixture was heated and thephases were allowed to separate under gravity, allowing the mixture tosplit into a polymer rich phase on top and a bitumen rich phase at thebottom. Once the mixture turned fluid at a temperature higher than 100°C., the polymer almost immediately creamed to the top of the liquid as aresult of its lower density. However, depending on the shear used forthe initial mixing of the polymer and the bitumen, 0.5-1.5 wt.% ofpolymer may remain in the bitumen phase after 30 minutes of settling.

FIG. 38 shows a microscopic image of the cross section of the bottomphase of a mixture comprising 5 wt.% polymer (LDPE) in bitumen after 30minutes of settling at 100° C. The bitumen rich phase in the imagecontains 1.5 wt.% LDPE. As shown in the image, almost all the polymerdroplets that remain suspended in the bitumen have a diameter of lessthan 20 µm as a result of high shear mixing. For a droplet that small toseparate effectively under gravity the required time is in the order ofseveral hours.

In order to decrease the time required for polymer/bitumen separationand the content of residual polymer in the bitumen phase, eitherdispersion of fine polymer droplets needs to be avoided or coalescenceof such droplets needs to be induced. Using a polymer with a higher meltviscosity and interfacial tension or mixing at a lower shear for alonger period would avoid dispersion of fine droplets in the bitumenphase. Coalescence of polymer droplets can be enhanced by high shearmixing of the polymer bitumen mixture at moderately elevatedtemperatures (100-120° C.) prior to gravity separation to increase theprobability and energy of droplet collisions. The effectiveness of bothof these strategies is reflected in the results reported in Table 5,which shows the polymer content in the bottom (bitumen rich) phase aftergravity settling of bitumen/polymer mixtures at elevated temperature.The polymer content in the bitumen phase was decreased to 0.3-0.5 wt.%by using a low shear rate during mixing and inducing coalescence by highshear mixing at moderate temperatures during the re-melting of themixture.

TABLE 5 Sample # Preparation Separation Polymer Content Before SettlingAfter Settling 1 Mixed at low shear at 65° C. on Screen 10% 0.51% 2Mixed at high shear High shear mixing: 5 min,140° C. -30 min settling*at 100° C. 5% 0.26% 3-1 Mixed at high shear High shear mixing: 5min,110° C. -45 min settling* at 100° C. 2% 0.47% 3-2 Same as previous,closer to interface** 0.49% 4 Wrapped in a 0.5 mil LDPE film Heated to130° C. to melt polymer and sampled 3% 0.31% *Settling was performed ina separatory funnel and the samples were obtained by drainage from thebottom of the funnel at the end of the settling time. **Sampled obtainedfrom a higher position in the separatory funnel closer to the top phase.

As mentioned earlier, the polymer creams to the top of the mixture atelevated temperature. The polymer content of the creamed phase upongravity separation is tabulated in Table 6. Sample #1 was collecteddirectly from the top of the creamed phase upon gravity separation andhas a polymer content of <30%. However, when the collected polymer phaseis transferred to a separate jar to continue separation at the sametemperature the bitumen can drain more effectively from the polymerphase to reach a polymer content of about 40%. Drainage through a screencan further decrease the bitumen content and produce a mixture with morethan 50% polymer. The best results were obtained when the top polymerrich phase was collected and heated to a high enough temperature to meltthe polymer and decrease the viscosity of the polymer phase to releaseas much of the entrained bitumen as possible. This is the case forsample #5 which was separated at 150° C. and produced a separate polymerwith less than ⅓ bitumen.

TABLE 6 Sample # Separation Temperature (°C.) Gravity Settling TimeDraining on a screen Polymer Content in creamed top phase BeforeSettling After Settling 1 100 60 min No 5% 27.9% 2 100 30 min + 30 minfor polymer phase No 10% 38.1% 3 90 30 min 30 min 3% 58.8% 4 115 30 min30 min 5% 58.6% 5* 150 30 min + 30 min for polymer phase No 10% 67.8%*For Sample #5 the original mixture was heated to 100° C. and separatedby gravity settling for 30 min. The top phase (polymer rich) was thencollected and left in a separate container at 150° C. for 30 min beforesampling of the top phase.

Washing of these bitumen contaminated polymer samples with toluene wasshown to decrease the bitumen content of the polymer phase to <10-20%.

To summarize, the amount of bitumen entrained in the polymer aftergravity separation only, can be lowered to about 30 wt.% of the mixture(30 g of bitumen in 70 g of polymer). The reported bitumen content isfor the phase produced by separation of emulsified polymer droplets. Thelevel of entrainment would be significantly lower for the shredded shellmaterial not heated to above the melting point of the polymer. If thepolymer phase is recycled in the process, the overall loss of bitumen inthis process can be <1% depending on the rate of polymer addition andthe fresh bitumen requirement.

Despite containing some bitumen, the separated polymer showssatisfactory structural strength and does not have the tendency to stickto surfaces upon cooling to room temperature and may therefore be formedinto beads or pellets and recycled to be used again in a similarprocess.

Testing has shown that entrainment of some bitumen in the polymer phasedoes not have a measurable impact on the properties and quality of theseparated bitumen, i.e. preferential sorption of certain components ofbitumen by the polymer is insignificant. The polymer separated may berinsed or mixed with a hydrocarbon solvent to remove the extra bitumen.If the polymer is washed, it needs to be dried at elevated temperatureto recover the solvent prior to preparing the polymer for recycling(i.e., in the form of pellets/beads/ shredded pieces) or local sale. Thesolvent in the bitumen washed off of the polymer is recovered and thedried bitumen can be added to the final bitumen product. If the finalproduct is diluted bitumen (e.g., bitumen with the addition of 30%solvent, which is the product most commonly delivered to refineries) andthe diluent is used for washing, there is no need to recover the solventfrom the bitumen.

Finally, the bitumen rich phase obtained by shearing thepolyethylene/bitumen mixture at a temperature of from 100° C. to 120° C.and gravity separation at 100° C. for 1 h contained ~0.3 wt.% polymer.Therefore, the loss of polymer in the process is <5%. Upon dilution andfiltration the polymer content in the bitumen may be decreased to <0.1wt.%.

4.1. Enhancement of the Gravity Separation

The solubility of LDPE polymer in bitumen at 150° C. is <0.03 wt.%.Therefore, the theoretical minimum polymer content in the bitumenachievable by gravity separation at elevated temperatures is more thanone order or magnitude lower than that obtained in this study. Effectiveremoval polymer from the bitumen is impeded by dispersion andemulsification of fine droplets during the mixing process. Coalescenceof these fine droplets would produce larger droplets that separate morerapidly an efficiently. Increasing the likelihood of droplet collisionand the energy of the colliding droplets are the most common strategiesfor inducing coalescence in emulsions. The energy intensity of thecollisions may be increased by applying shear forces (through mixing) orby application of vortex and enhanced gravity (in a cyclone orcentrifugal separator). The likelihood of droplet collision may beincreased by sending the emulsion through narrow channels andimmobilizing emulsion droplets by absorption on a provided surface.Using packing for inducing droplet coalescence is a well-establishedmethod commonly used in the chemical and petroleum industries.

In order to test the viability of inducing coalescence in dilutepolymer/bitumen mixtures a 0.5 wt.% polymer in bitumen emulsion wasprepared and sent through a simulated packing structure at 120° C. Thetwo connected jar system described earlier was used for this experimentand the packing material was simulated by rolling a sheet of 100 meshscreen into a cylinder and securing it between the two Teflon insertbetween the two jars. The liquid in the top jar containing 100 ml of0.5% LDPE in bitumen would pass through the rolled mesh packing once thesystem was placed in an oven at 120° C. The jar was rotated 3 times toallow for 3 passes of the liquid through the packing in the span of 30min.

Microscopic images were obtained from the original sample afterpreparation and the sample obtained after passing through the packing at120° C. The images are shown in FIG. 40A and FIG. 40B, respectively.Almost all the emulsified polymer droplets in the original sample had adiameter of less than 10 µm. On the other hand, the droplets sizesincreased dramatically upon passing through the fine channels producedby the steel filaments of the rolled mesh reaching diameter size of morethan about 10 µm, for example a diameter size of up to about 50 µm, ormore. These results confirm the viability of achieving high levels ofpolymer removal by addition of coalescence inducing packings to thegravity separation vessel used for polymer/bitumen separation.

4.2. Properties of Separated Materials

The polymer-rich phase collected after a single stage of gravitysettling contained 60-70% bitumen. The bitumen entrained in the polymerphase after gravity separation was analyzed to determine whether certainfractions of bitumen were preferentially sorbed by the polymer phase.This would have significant ramifications as possible preferentialsorption of the lighter fraction of bitumen onto the polymer woulddiminish the quality of the separated bitumen product which would bedepleted of lighter compounds. The boiling point distribution of theextracted bitumen (by carbon disulfide) and the original bitumen areplotted and compared in FIG. 41 . The boiling point data for theextracted bitumen was corrected for the residual polymer content. Asshown in FIG. 41 , there is no significant difference in the boilingpoint distribution of the two samples indicating that preferentialsorption of certain components of bitumen by the polymer is in factinsignificant.

The separated bitumen phase, containing 0.4-0.5 wt.% residual polymer,and the original bitumen were subjected to a host of analysis todetermine the impact of undergoing the solidification and subsequentmelting and separation process on the properties of the recoveredbitumen. The test methods used are listed in the following Table:

TABLE 7 Test Method Parameter Unit Original Bitumen Recovered BitumenASTM D445 at 149° C. Kinematic Viscosity mm2/s (cSt) 34.31 38.52 ASTMD445 at 25° C. Kinematic Viscosity mm2/s (cSt) 211800 267800 ASTM D445at 50° C. Kinematic Viscosity mm2/s (cSt) 8752 11020 ASTM D4807 SedimentMass % 0.025 8.39E-02 ASTM D5002M Density kg/m3 1013 1013 ASTM D5002MMeasurement Temperature °C. 15.0 15 ASTM D6304 Water Content (mass %) %0.070 0.038 ASTM D664 -CCQTA Modified Acid Number mg KOH/g 3.49 4.11ASTM D664 -CCQTA Modified Type of End Point Inflection Inflection ASTMD7169 Simulated Distillation FIG. 41 FIG. 41 ASTM D97 Pour Point °C. 1718 GL-59 Pentane Insolubles Asphaltene Content Mass % 15.6 16.4

The viscosity, density, sediment and water content, total acid number(TAN), boiling point distribution, pour point (the minimum temperatureat which oil flows), and asphaltene content of the original bitumen andthe final product are reported in Table 7 and FIG. 39 . The 20-25%increase in the viscosity of bitumen as a result of undergoing theprocess is caused by the possible loss of a small fraction of thelighter components during the heating and transfer of bitumen, possibleoxidation as a result of exposure of hot bitumen to air, as well as thepresence of the residual polymer. This increase in viscosity is wellwithin the variation range of the viscosity of the bitumen produced fromthe same site and is not expected to have a measurable impact on theproduct value. The boiling point distribution of the bitumen recoveredfrom the polymer phase (extracted by carbon disulfide) and the originalbitumen are plotted and compared in FIG. 39 . The boiling point data forthe extracted bitumen was corrected for the residual polymer content. Asshown in FIG. 39 , there is no significant difference in the boilingpoint distribution of the two samples indicating that preferentialsorption of certain components of bitumen by the polymer isinsignificant.

Similarly, the change in the density and pour point of the bitumen uponprocessing is also negligible. Despite the similarity of the method usedfor determining the residual polymer content and the sediment content,only a fraction (<0.1%) of the residual polymer (measured at 0.4%) ofthe recovered bitumen was accounted for in the sediment fraction. Theapparent increase in the asphaltene content by 0.8% shows that theremainder of the residual polymer most likely precipitated withasphaltenes (the discrepancy in the values. Based on these resultsasphaltene precipitation may be considered as a potential method forremoval of the residual polymer from the bitumen phase. The increase inthe total acid number shown in Table 7 is unexpected as LDPE should notcontain any organic acid compounds. Without being bound by any theory,it is believed that this increase may be caused by possible oxidation ofa small fraction of hot bitumen by the residual air trapped in themixing and separation jars.

As shown in FIG. 39 , the boiling point distribution of bitumenrecovered from the polymer phase is almost identical to that of theoriginal bitumen confirming the conclusion drawn from the results shownin FIG. 41 that the separated polymer phase does not retain a certainfraction of the bitumen. These results demonstrate the potential of thedevised process in reversing the impact of bitumen solidification bypolymer addition with little impact on the quality of the feed material.

5. Rate of Addition of Polymer

The rate of polymer addition to bitumen to produce a solid material withthe required properties depend on the properties of bitumen and thepolymer.

When wrapping the surface of the pellets produced by adding polymer tothe bitumen with a polymer film, one can use low density polyethylene(LDPE). LDPE has a tensile strength (yield) of 1500-2000 psi and atensile elongation at break of >300%, therefore, a very thin wrappingfilm can easily handle the stress exerted by the bed of solids on thepellet. Wrapping the surface of the pellet with a maximal extent of 2″by 2″ (diameter by height) using a 25 µm thick film of polyethylenerequires a wrap to filling ratio of <0.3% or <1 lb per bbl (barrelunit).

For an encased pellet, the shell needs to withstand the weight of thecolumn of pellets in the car or the storage bin and the impact offalling from heights. The static pressure at the bottom of a bed ofpellets can be calculated using the following equation:

P = ρ_(bed)gh

Where P is the pressure, g is the gravitational acceleration and h isthe height of the bed. Assuming a density of 900 kg/m³ for the bed (10%void space) and a bed height of 5 m, the pressure at the bottom of thebed would be 44 kPa or 6.5 psi. Considering the effect of the movementon the pressure exerted on the material adjacent to the walls and in themiddle of the car the pressure exerted on the bottom pellets would be inthe range of 10-15 psi. It has been shown that using <10% polymer toencase ~500 g of bitumen showed satisfactory mechanical performance.

Assuming a 75% loss in the yield strength of LDPE as a result ofexposure to bitumen and repetitive heating and cooling cycles, and a 50%variation in the wall thickness during processing, the requiredthickness of the shell for a 2″ by 2″ cylinder to handle 15 psi ofpressure would be 0.018” (<0.5 mm). This wall thickness would give askin to filling mass ratio of 5%. The ratio would be slightly lower fora 4″ by 4″ cylinder. 6. Packing density in a railcar

Among the various shapes possible for pelletized materials, thetheoretical maximum packing density (i.e., minimum void space betweenthe pieces when placed in a container in the most efficient way) ofcubes and cuboids are the highest. However, shapes with sharp edges havesignificantly lower mobility than round shapes. Among the shapes with anadequate level of mobility, spheres have the lowest theoretical packingefficiency with the minimum void volume of 26%.

The theoretical maximum density for a system of identical cylinders maybe calculated by assessing the void volume in the three possiblepatterns shown in FIG. 42A, FIG. 42B and FIG. 42C for the configurationof layers of cylinders with equal length and diameters adjacent to oneanother. The pattern in FIG. 42A is the most inefficient pattern with25% void space, the void space is 10% for FIG. 42B and 12.5% for FIG.42C. In practice, the packing efficiencies are significantly lower thanthe theoretical values, as misalignment of objects during loading of acontainer will likely significantly increase the void space among thesolid pieces.

In the case of rail transport, the movements during filling of the carwill likely result in a more or less efficient minimization of the voidspace caused by misplacing of the pellets. Therefore, the packingefficiency of a bed of pellets in the rail car would be equal to that of“random close packing” of particles. Random close packing is defined asthe maximum volume fraction of solid objects obtained when they arepacked randomly. This value, which accounts for randomness of thepacking caused by the fall of moving particles as well as the impact ofshaking or moving the container in minimizing the void space, has beenestimated through simulation by many researchers for various shapes ofparticles.

The packing density of cylinders and similar shapes such asspherocylinders and ellipsoids is a function of their shape factors suchas length to diameter ratio. The maximum theoretical values for packingefficiencies (based on literature data) are in the range of 0.7-0.75(25-30% void space) and the densities are slightly higher for closepacked spherocylinders compared to ellipsoids.

Using a packing efficiency of 70% and an overall density of the packagedmaterial with 10-20% LDPE (0.99-1 g/cm³) the weight capacity of a railcar may be calculated from its volumetric capacity. The weight of thebed of pellets filling a rail car with the capacity of 4400 ft³ would beabout 86 metric tonnes (about 95 short tons). Therefore, the capacity ofthe rail cars may be limited by the volume, rather than the space fortransportation of pelletized solidified bitumen.

7. Test Procedures 7.1 Angle of Repose

The fluidity and dispersibility of the bitumen pellets can be assessedin the context of unconfined solid piles using the angle of repose as anindicator of the pellets’ fluidity. The angle of repose is the angleformed between a horizontal plane and the slope line extending along theface of a pile of material. The angle of repose can be measured by amethod that consists of “pouring” the solid bitumen pellets from afunnel onto a flat surface. As the bitumen pellets accumulate, thefunnel is raised to avoid interfering with the top of the growing coneof material. The funnel is raised at the rate at which the cone growssuch as to maintain the same distance between the lower funnel extremityand the top of the cone. The pouring operation continues until the conereaches a desired height H. After the pouring operation stops, the pileis left undisturbed for 5 minutes to let the pellets settle. Todetermine the angle of repose, the width W of the cone base is measured.Since the cone has a circular base, the width would essentially be thediameter of the cone base. To make the test results more consistent andavoid variations due to non-uniform distribution of the pellets at thebase of the cone angle, the width is measured at several angularpositions about the vertical cone angle and the results averaged toobtain the W measurement. More particularly, a diameter measurement ismade at each 20 degrees interval about the vertical axis, which wouldresult into 18 individual measurements, which are then averaged toobtain dimension W. The angle of repose is computed by the followingformula:

Angle of repose = tan⁻¹(2H/W)

The entire operation is repeated three times, where at each instance thepellets are re-poured to regenerate the pile completely and the angle ofrepose re-computed at each instance to obtain three separatemeasurements, which are then averaged to obtain a final angle of reposevalue, which is more consistent than a single measurement would be. Itis to be understood that the pellets used to measure the angle of reposeneed to be identical or substantially identical. This is achieved bymaking the pellets by the same process and also the same equipment.

An angle of repose that is in the range of 20 degrees to 45 degrees hasbeen found advantageous since that angle is produced with pellets thathave a morphology providing good fluidity and at the same timesufficient retention on automated handling equipment, such as conveyorbelts. Good fluidity is advantageous to allow the pellets to naturallyflow by gravity to fill a receptacle, such as a railcar in which thepellets are to be transported to a remote location, or discharged from areceptacle. However, extreme fluidity is not always desirable because itwill make the pellets more difficult to carry with a conveyor belt,which occasionally is oriented at an angle in which case the pellets mayroll back on the conveyer due to gravity. The inventors have found thatan angle of repose in the range of 20 to 45 degrees is a suitablecompromise between these two somewhat conflicting requirements. Morespecifically, at an angle of repose of less than 20°, the pellets arevery free-flowing which can result in undesirable slippage when thepellets are conveyed on a belt conveyor at a given angle. At an angle ofrepose of more than 45°, the pellets become too cohesive for properhandling.

According to a specific and non-limiting example of implementation, theangle of repose in the range of 25 degrees to 40 degrees has been foundto be advantageous. More advantageously, the angle of repose is in therange of 30 degrees to 40 degrees.

In principle, the angle of repose is independent of the value H.However, in practice there are certain extreme situations where an angleof repose measurement may not be possible, in particular when the valueH is too small in relation to the maximal extent of the pellets. Toavoid these situations, the minimal value H at which the above-describedtest should be applied is 50 times the maximal extent of the pellets.For example, for pellets having a maximal extent of 3 inches the minimalvalue H at which the angle repose can be computed is of 12.5 feet.

7.2 Burst-Resistance

The burst-resistance test consists of progressively increasing theinternal pressure in the shell up to the point at which the pressurewill burst the shell. The test procedure relies on ASTM F1140/F1140M andconsists of the following:

-   1. The test specimen is a sealed empty shell identical to the one    used for packaging the produced solid bitumen pellets. The specimen    is conditioned for 24 hours at a temperature of 20° C. and at a    humidity level of 40%.-   2. The specimen conditioned at step 1 is tested for burst strength    by using a suitable pressure tester, which subjects the pellet to a    progressively increasing internal pressure. The pressure level at    which the shell bursts is recorded and constitutes the burst    pressure of the pellet. An example of a suitable pressure tester is    the 2600 seal strength tester and the 1320 closed package test    fixture by Cobham. The test fixture includes a needle, which    punctures the shell of the pellet to inject air in the shell, while    the tester measures the increasing pressure and records the pressure    at the moment the shell bursts.

Note that for the purpose of the present description, the above definedtest procedure will be referred to as “Burst-resistance test”.

According to the invention, the burst pressure is of 0.5 psi or more.

According to the invention, the burst pressure is of 5 psi or more.

According to the invention, the burst pressure is of 10 psi or more.

According to the invention, the burst pressure is of 30 psi or more.

According to the invention, the burst pressure is of 40 psi or more.

According to the invention, the burst pressure is of 50 psi or more.

According to the invention, the burst pressure is of 75 psi or more.

7.3 Crush-Resistance

The crush-resistance test consists of determining the height of a pelletload that a test pellet can support without failing. The test set-uprequires providing a horizontal ceramic or concrete support surface,which constitutes an unyielding support. An open bottom test vessel iserected to stand up on the surface. The purpose of the open bottomvessel is to constrain the load of pellets into a vertical column thatwill create a pressure on multiple test pellets at the very bottom ofthe column to emulate the inter-pellet physical stresses that arise whenthe pellets are arranged in a pile, such as in a storage silo, a railcar or in the cargo hull of ship. The test procedure is as follows:

-   1. 100 pellets to be simultaneously tested (herein referred as “test    pellets 300”), which are all made in a single batch or individually    but in a sufficiently controlled environment such as to ensure a    high degree of uniformity between the pellets are provided.-   2. A sufficient quantity of load pellets 300′ to create the desired    column height in the test vessel is provided. The load pellets 300′    are of identical construction to the test pellets 300. To allow    distinguishing the test pellets from the load pellets, the load    pellets can be tagged with an identification feature. One-way of    tagging the test pellets 300 is to incorporate a color in the test    pellets 300, namely with the addition of a dye.-   3. The test pellets 300 are conditioned for 24 hours at a    temperature of 20° C. and at a humidity level of 40%.-   4. The test vessel is provided. The dimensions of the test vessel    are determined on the basis of the dimensions of the test pellets.    The test vessel is cylindrical and its diameter is determined such    that it can accommodate a horizontal layer of 100 test pellets.-   5. The 100 test pellets 300 are arranged in substantially a single    layer, to rest on the support surface at the bottom of the vessel.    For pellets, which are not spherical, the test pellets 300 are    placed on the support surface in a random orientation such that    different sides of the test pellets 300 face up, and thus different    sides of the test pellets will be exposed to the loading by the pile    of load pellets above. Once the 100 test pellets are put in place, a    sufficient quantity of load pellets 300′ are poured in the vessel,    on top of the test pellets 300 to achieve a column of predetermined    height. The set-up remains undisturbed for one hour. The load    pellets 300′ on top of the test pellets 300 are removed and the test    pellets 300 are visually examined individually to assess their    structural integrity. Either one of the following conditions denotes    a loss of structural integrity of a test pellet:    -   a. Damage to the shell that creates a pathway for the bituminous        core to escape is considered to be a failure. For instance, a        crack in the shell, or missing shell pieces, which expose the        core, indicate a failure of the test. Note that other shell        damages, even permanent deformations do not indicate a failed        test as long as no direct pathway is created for the bituminous        material to escape through the shell. Note that for pellet        configurations where the shell does not fully encase the        bituminous core, as discussed in connection with the        impact-resistance test, the opening in the shell made by design        is not considered in assessing if the pellet fails or passes the        test. Only the shell is observed and if there is a pathway        through the shell to the core as a result of the impact, where        no pathway previous existed, then that pathway is indicative of        a failure.    -   b. In the case of shell-less pellets, separation of the pellet        into two or more pieces. Note that pieces smaller than 10% of        the weight of the original pellet are ignored.-   6. Each of the 100 test pellets is classified into respective    pass/fail groups based on the visual examination of the pellet. The    probability of failure per single pellet is then computed. The    probability of failure is computed by dividing the number of pellets    that have failed by 100, which is the total number of test pellets.

Note that for the purpose of the present description, the above definedtest procedure will be referred to as “Crush-resistance test”.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 1 meter.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 1 meter.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 5 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 5 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 10 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 10 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 15 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 15 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 20 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 20 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 30 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 30 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 40 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 40 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the load of pellets is of 50 meters.For example, in one non-limiting embodiment, the probability of failureper pellet does not exceed 0.20, or does not exceed 0.15, or does notexceed 0.10, when the height of the load of pellets is of 50 meters.

7.4 Impact-Resistance

For pellets that have bituminous core surrounded by an external shell,irrespective of whether the shell fully or partially encloses the pelletcore, impact-resistance can be assessed by performing a modified ASTMD5276 test. Generally, the test procedure consists of dropping thepellet from a predetermined height on a hard, horizontal, flat andunyielding surface, such as cement or ceramic. After the drop, thepellet is visually observed, according to established failure criteriato determine if the shell has structurally failed. The details of thetest procedure are as follows:

-   1. 100 pellets, which are all made in a single batch or individually    but in a sufficiently controlled environment such as to ensure a    high degree of uniformity between the pellets are provided.-   2. The pellets conditioned for 24 hours at a temperature of 20° C.    and at a humidity level of 40%.-   3. The pellets conditioned at step 2 are individually dropped, one    by one, against the hard, horizontal surface and inspected to    ascertain the effect of the shock. For pellets, which are not    spherical, the pellets are randomly oriented before the drop such    that the entire population of 100 pellets is subjected to impacts at    different locations on the shell. An acceptable procedure is to drop    the pellets by hand. Each pellet is held in a random orientation and    released carefully to avoid imparting a rotation to the pellet.-   4. After the impact, the condition of pellet shell is visually    assessed to determine if the shell still retains it structural    integrity. Damage to the shell that creates a pathway for the    bituminous core to escape is considered to be a failure. For    instance, a crack in the shell, or missing shell pieces, which    expose the core, indicate a failure of the test. Note that other    shell damages, such as scuffing, scratches, deformations such as    depressions, do not indicate a failed test as long as no direct    pathway is created for the bituminous material to escape through the    shell. Note that there may be some pellet configurations where the    shell does not fully encase the bituminous core, by design. For    instance, the shell may be hard enough and the bituminous core    viscous enough such that an opening in the shell may be provided    without significant risk of core leakage or oozing out under    pressure. With such pellets, the opening in the shell is not    considered in assessing if the pellet fails or passes the test. Only    the shell is observed and if there is a pathway through the shell to    the core as a result of the impact, where no pathway previous    existed, then that pathway is indicative of a failure.-   5. After the 100 pellets are individually dropped and visually    assessed and classified into respective pass/fail groups, the    probability of failure per single pellet is determined. The    probability of failure is computed by dividing the number of pellets    that have failed the test by 100, which is the total number of    pellets.

For pellets that have no shell, which surrounds a bituminous core, thetest is the same as above, however, different failure criteria areapplied. Separation of the pellet into two or more pieces as a result ofthe impact denotes a failure. Note that pieces smaller than 10% of theweight of the original pellet are ignored.

Note that for the purpose of the present description, the above definedtest procedure, whether for pellets with shells or for pellets without ashell, will be referred to as “Impact-resistance test”.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the drop is of 1 meter. For example,in one non-limiting embodiment, the probability of failure per pelletdoes not exceed 0.20, or does not exceed 0.15, or does not exceed 0.10,when the height of the load of pellets is of 1 meter.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the drop is of 5 meters. For example,in one non-limiting embodiment, the probability of failure per pelletdoes not exceed 0.20, or does not exceed 0.15, or does not exceed 0.10,when the height of the load of pellets is of 5 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the drop is of 10 meters. Forexample, in one non-limiting embodiment, the probability of failure perpellet does not exceed 0.20, or does not exceed 0.15, or does not exceed0.10, when the height of the load of pellets is of 10 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the drop is of 15 meters. Forexample, in one non-limiting embodiment, the probability of failure perpellet does not exceed 0.20, or does not exceed 0.15, or does not exceed0.10, when the height of the load of pellets is of 15 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the drop is of 20 meters. Forexample, in one non-limiting embodiment, the probability of failure perpellet does not exceed 0.20, or does not exceed 0.15, or does not exceed0.10, when the height of the load of pellets is of 20 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the drop is of 30 meters. Forexample, in one non-limiting embodiment, the probability of failure perpellet does not exceed 0.20, or does not exceed 0.15, or does not exceed0.10, when the height of the load of pellets is of 30 meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the height of the drop is of 40meters. For example, in one non-limiting embodiment, the probability offailure per pellet does not exceed 0.20, or does not exceed 0.15, ordoes not exceed 0.10, when the height of the load of pellets is of 40meters.

According to the invention, the probability of failure per pellet doesnot exceed 0.25 when the height of the height of the drop is of 50meters. For example, in one non-limiting embodiment, the probability offailure per pellet does not exceed 0.20, or does not exceed 0.15, ordoes not exceed 0.10, when the height of the load of pellets is of 50meters.

Other examples of implementations will become apparent to the reader inview of the teachings of the present description and as such, will notbe further described here.

Note that titles or subtitles may be used throughout the presentdisclosure for convenience of a reader, but in no way these should limitthe scope of the invention. Moreover, certain theories may be proposedand disclosed herein; however, in no way they, whether they are right orwrong, should limit the scope of the invention so long as the inventionis practiced according to the present disclosure without regard for anyparticular theory or scheme of action.

All references cited throughout the specification are herebyincorporated by reference in their entirety for all purposes.

It will be understood by those of skill in the art that throughout thepresent specification, the term “a” used before a term encompassesembodiments containing one or more to what the term refers. It will alsobe understood by those of skill in the art that throughout the presentspecification, the term “comprising”, which is synonymous with“including,” “containing,” or “characterized by,” is inclusive oropen-ended and does not exclude additional, un-recited elements ormethod steps.

Unless otherwise defined, all technical and scientific terms used hereinhave the same meaning as commonly understood by one of ordinary skill inthe art to which this invention pertains. In the case of conflict, thepresent document, including definitions will control.

As used in the present disclosure, the terms “around”, “about” or“approximately” shall generally mean within the error margin generallyaccepted in the art. Hence, numerical quantities given herein generallyinclude such error margin such that the terms “around”, “about” or“approximately” can be inferred if not expressly stated.

Although various embodiments have been described and illustrated, itwill be apparent to those skilled in the art in light of the presentdescription that numerous modifications and variations can be made. Thescope of the claims should not be limited by the preferred embodimentsset forth in the examples, but should be given the broadestinterpretation consistent with the description as a whole. The scope ofthe invention is defined more particularly in the appended claims.

1-19. (canceled)
 20. A method of preparing non-volatile bituminousmaterial for transport comprising: a) heating non-volatile bituminousmaterial until it is suitably viscous for casting; b) introducing thesuitably viscous non-volatile bituminous material to a plurality ofmolds, wherein each mold defines a mold cavity configured to define apellet of irregular shape and to receive the suitably viscousnon-volatile bituminous material; c) filling each mold cavity of theplurality of molds with the suitably viscous non-volatile bituminousmaterial; d) solidifying the suitably viscous non-volatile bituminousmaterial in the plurality of molds until a plurality of substantiallysolid pellets are formed; and e) removing the plurality of pellets fromthe plurality of molds.
 21. The method of claim 20, wherein each of thesubstantially solid pellets has a shape selected from generallyspherical, generally lozenge-like, generally cylindrical, generallydiscoidal, generally tabular, generally ellipsoidal, generally flaky,generally acicular, generally ovoidal, generally pillow shaped and anycombinations thereof.
 22. The method of claim 20, wherein each of thesubstantially solid pellets has a generally lozenge-like shape.
 23. Themethod of claim 20, wherein each of the substantially solid pelletscomprises a plurality of non-planar surfaces.
 24. The method of claim20, wherein each of the substantially solid pellets comprises aplurality of edges.
 25. The method of claim 24, wherein each of thesubstantially solid pellets has a cross-sectional dimension that variesalong a longitudinal axis of the substantially solid pellet.
 26. Themethod of claim 25, wherein, for each of the substantially solidpellets, the cross-sectional dimension of the pellet tapers towards alongitudinal end of the substantially solid pellet.
 27. The method ofclaim 20, further comprising blending the suitably viscous non-volatilebituminous material with an additive before introducing it to theplurality of molds.
 28. The method of claim 27, wherein the additivecomprises a polymer.
 29. The method of claim 20, further comprisingapplying a coating to each of the plurality of pellets after removingthem from the plurality of molds.
 30. The method of claim 20, furthercomprising preparing the plurality of molds before introducing thesuitably viscous non-volatile bituminous material, wherein preparing theplurality of molds comprises positioning a buoyant polymer structure inthe mold cavity defined by each of the molds to form an internal webstructure within each of the plurality of pellets.87.
 31. The method ofclaim 30, wherein each buoyant polymer structure further comprises aplurality of pockets of gas formed within the polymer.
 32. A method ofpreparing non-volatile bituminous material for transport comprising: a)heating non-volatile bituminous material until it is suitably viscousfor casting; b) accessing a plurality of molds, wherein each molddefines a mold cavity configured to receive the suitably viscousnon-volatile bituminous material and to mold a pellet of irregularshape; c) positioning a buoyant polymer structure in the mold cavitydefined by each of the molds, d) filling the mold cavities defined bythe molds with the suitably viscous non-volatile bituminous material; e)solidifying the suitably viscous non-volatile bituminous material untila plurality of substantially solid pellets of irregular shape areformed, each of the plurality of substantially solid pellets having aninternal web structure formed by the buoyant polymer structurepositioned in the mold cavity defined by the corresponding one of themolds; and f) removing the plurality of substantially solid pellets ofirregular shape from the plurality of molds.
 33. The method of claim 32,wherein each buoyant polymer structure further comprises a plurality ofbuoyant features supported by a polymer of the buoyant polymerstructure.
 34. The method of claim 33, wherein the plurality of buoyantfeatures comprises a plurality of pockets of gas formed within thepolymer.
 35. The method of claim 32, wherein each of the substantiallysolid pellets has a shape selected from generally spherical, generallylozenge-like, generally cylindrical, generally discoidal, generallytabular, generally ellipsoidal, generally flaky, generally acicular,generally ovoidal, generally pillow shaped and any combinations thereof.36. The method of claim 32, wherein each of the substantially solidpellets has a generally lozenge-like shape.
 37. The method of claim 32,wherein each of the substantially solid pellets comprises a plurality ofnon-planar surfaces.
 38. The method of claim 32, wherein each of thesubstantially solid pellets comprises a plurality of edges.
 39. Themethod of claim 38, wherein each of the substantially solid pellets hasa cross-sectional dimension that varies along a longitudinal axis of thesubstantially solid pellet.
 40. The method of claim 39, wherein, foreach of the substantially solid pellets, the cross-sectional dimensionof the pellet tapers towards a longitudinal end of the substantiallysolid pellet.
 41. A substantially solid pellet comprising: a) a pelletbody comprising non-volatile bituminous material; and b) an irregularouter surface defining the pellet body, the outer surface comprising aplurality of non-planar surfaces configured to substantially reducesurface contact with other pellets positioned nearby.
 42. The pellet ofclaim 41 wherein each of the substantially solid pellets has a shapeselected from generally spherical, generally lozenge-like, generallycylindrical, generally discoidal, generally tabular, generallyellipsoidal, generally flaky, generally acicular, generally ovoidal,generally pillow shaped and any combinations thereof.
 43. The pellet ofclaim 41 wherein each of the substantially solid pellets has a generallylozenge-like shape.
 44. The pellet of claim 41 wherein each of thesubstantially solid pellets comprises a plurality of non-planarsurfaces.
 45. The pellet of claim 41 wherein each of the substantiallysolid pellets comprises a plurality of edges.
 46. The pellet of claim 45wherein each of the substantially solid pellets has a cross-sectionaldimension that varies along a longitudinal axis of the substantiallysolid pellet.
 47. The pellet of claim 46 wherein, for each of thesubstantially solid pellets, the cross-sectional dimension of the pellettapers towards a longitudinal end of the substantially solid pellet. 48.The pellet of claim 41 further comprising buoyant features disposedwithin the pellet body.
 49. The pellet of claim 41 further comprising aninternal web structure disposed within the pellet body.
 50. The pelletof claim 49 wherein the internal web structure comprises a polymer. 51.The pellet of claim 50 wherein the internal web structure comprises aplurality of buoyant features.
 52. The pellet of claim 51 wherein theplurality of buoyant features comprises pockets of gas formed within thepolymer of the internal web structure.
 53. A method of moving bituminousmaterial from a first location to a second location comprising: a)collecting a plurality of pellets in a transport chamber at the firstlocation, wherein each pellet comprises non-volatile bituminous materialformed into an irregular solid defined by a plurality of non-planarsurfaces configured to reduce surface contact with adjacent pellets tomitigate against caking of the plurality of pellets in the transportchamber; b) transporting the transport chamber and plurality of pelletstherein to the second location by vehicle; and c) environmentallycontrolling the transport chamber such that each pellet remainssubstantially solid during transport.